maintenance manual walter m601e, m601e-21

MAINTENANCE MANUAL

TURBOPROP ENGINE

MODELS

WALTER M601E WALTER M601E-21

MANUAL PART No. 0982055

FOURTH REVISED EDITION

ISSUED JULY 1, 2003

This Manual was approved and signed in Czech by:

Oldřich Matoušek Milan Cibulka

Development Director Civil Aviation Authority of the Czech Republic

Date: October 30, 2003 Date: December 8, 2003

WALTER a.s. PRAHA 5 - JINONICE

CZECH REPUBLIC 2003

WALTER a.s. MAINTENANCE MANUAL


GENERAL CONTENTS



„GENERAL CONTENTS“ Page 1

Jul 1, 2003

G E N E R A L C O N T E N T S Section 00 INTRODUCTION 00.00.00 INTRODUCTION

1. General 2. Customer Support Dpt. 3. Safety of Work

00.01.00 REVIEW OF INDIVIDUAL SECTIONS

00.02.00 HOW TO USE THIS MANUAL - General - The concept of dividing this Manual - Revisions AIRWORTHINESS LIMITATIONS

1. General 2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits 3. Equivalent Cyclic Life (N) of New Critical Parts Section 5 INSPECTIONS 5.00.00 INSPECTIONS 1. General

5.05.00 TIME BETWEEN OVERHAULS (TBO) 1. Time Between Overhauls (TBO)/Repairs 2. Extension of the TBO

5.10.00 SCHEDULED INSPECTIONS 1. General 2. Review of Individual Scheduled Inspection Types 3. Allowed Replacement of Appliances and Engine Parts During Operation

5.20.00 UNSCHEDULED INSPECTIONS 1. General 2. Unscheduled inspections

Section 72 TURBOPROP ENGINE

72.00.00 ENGINE ASSEMBLY, COMPLETE - General

72.01.00 ENGINE LAYOUT AND ITS FEATURES - Description and operation

72.01.01 BASIC TECHNICAL DATA - Description and operation

72.01.02 PERFORMANCE

72.01.03 POWER RATINGS - Description and operation



„GENERAL CONTENTS“ Page 2 Jul 1, 2003

72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION - Description and operation

72.02.00 ENGINE INSTALLATION - Description and operation - Troubleshooting - Installation and removal - Inspections after installation - Inspections of the engine instruments fastening - Inspection of electric installation of the engine instruments - Transportation - Unpacking of the WALTER M601 engine from a metallic transport container - Engine transportation

72.02.01 PREPARATION FOR THE FIRST ENGINE STARTING - Procedure

72.03.00 OPERATIONAL ABILITY - Description and operation - Troubleshooting - Engine preheating - Basic operations - Verifying the parameters - Engine test program - Engine turning - Turning the generator rotor - Turning the power turbine rotor - Washing the compressor - Storing of the engine - Engine de-preservation - Installed engine preservation - Engine preservation for a period up to 30 days - Engine preservation for a period of 30 days to 3 months - Engine preservation before its removal from the airframe - Preservation of the fuel control system - De-aerating device installation

72.03.01 TOOLS - Description and operation

72.09.00 ENGINE PROPER - Description and function

72.10.00 REDUCTION GEAR BOX - Description and function - Troubleshooting - Servicing - Replacement of the LUN 133.12-8 propeller speed transmitter

72.11.00 REDUCTION GEAR BOX - Description and function




Jul 1, 2003

72.12.00 COUNTERSHAFT CASING - Description and function

72.12.01 THE COUNTERSHAFT CASING ASSEMBLY - Description and function

72.12.02 TORQUEMETER SYSTEM - Description and function 72.13.00 THE REDUCTION GEAR BOX OIL SYSTEM - Description and function - Servicing 72.20.00 AIR INTAKE ASSEMBLY OF THE ENGINE - Description and operation

72.21.00 AIR INTAKE CASING - Description and operation

72.22.00 AIR BAFFLES - Description and operation - Troubleshooting - Servicing - Inspection of engine air baffles

72.23.00 AIR INTAKE PROTECTION - Description and operation - Troubleshooting - Servicing - Removal and installation of the intake protective screen - Intake protective screen - inspection

72.30.00 COMPRESSOR - Description and operation

72.31.00 AXIAL COMPRESSOR - Description and operation - Troubleshooting - Servicing - Compressor 1st stage rotor blades - inspection

72.31.01 STATOR OF THE AXIAL COMPRESSOR - Description and operation

72.31.02 ROTOR OF THE AXIAL COMPRESSOR - Description and operation

72.31.03 AIR BLEED CASING - Description and operation

72.32.00 CENTRIFUGAL COMPRESSOR - Description and operation

72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR - Description and operation




72.32.02 REAR WALL - Description and operation

72.32.03 ROTOR OF THE CENTRIFUGAL COMPRESSOR - Description and operation

72.33.00 ENGINE MOUNTING SYSTEM - Description and operation - Troubleshooting - Servicing - M601-907.9 engine mounts - replacement - The M601-907.9 engine mounts - inspection of the rubber blocks

72.40.00 COMBUSTION CHAMBER - Description and operation 72.41.00 FLAME TUBE - Description and operation - Detailed visual inspection of flame tubes using endoscope 72.42.00 FUEL SUPPLY - Description and operation 72.43.00 SEALS AND SHIELD - Description and operation 72.50.00 TURBINES - Description and operation 72.51.00 GENERATOR TURBINE - Description and operation - Detailed inspection of gas generator turbine nozzle guide vane ring using

endoscope - Inspection of gas generator turbine rotor blades using endoscope 72.52.00 POWER TURBINE - Description and operation - Detailed visual inspection of power turbine blades using endoscope 72.53.00 COOLING AND TEMPERATURE MEASUREMENT - Description and operation 72.60.00 ACCESSORY GEAR BOX - Description and operation - Troubleshooting - Servicing - Generator turbine speed transmitter - replacement 72.61.00 ACCESSORY GEAR BOX ITSELF - Description and operation 72.62.00 DRIVE OF ACCESSORIES - Description and operation - Troubleshooting - Replacement of shaft packing rings of the starter-generator drive, hydraulic

pump drive, alternator gear box drive and of the gas generator rotor and propeller speed transmitters drive




Jul 1, 2003

72.63.00 THE ACCESSORY GEAR BOX OIL SYSTEM - Description and operation 72.63.10 OIL TANK - Description and operation 72.63.20 OIL SYSTEM DE-AERATION - Description and operation 72.90.00 EXHAUST SYSTEM - Description and operation 72.91.00 OUTLET DUCT - Description and operation 72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING - Description and operation 72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY - Description and operation Section 73 FUEL SYSTEM 73.00.00 FUEL SYSTEM - General 73.10.00 FUEL SUPPLY SYSTEM - Description and operation - Troubleshooting - Servicing procedures 73.11.00 FUEL MANIFOLD - Description and operation - Troubleshooting - Fuel system - check on tightness 73.12.00 FUEL DRAINAGE - Description and operation - M601-830.7 drain valve - replacement 73.20.00 FUEL CONTROL SYSTEM - General - Function - Function of individual circuits of the fuel control system 73.21.00 FUEL CONTROL UNIT - General - Description - Troubleshooting - Servicing technology - FCU de-preservation - De-aeration of the LUN 6590.05-8 fuel control unit - LUN 6590.05-8 fuel control unit - replacement - Permitted adjustment of FCU fitted on the engine which can be performed by

trained - in personnel of the user - Adjustment of engine starting




- Adjustment initial phase of engine starting - Adjustment of the ground idling speed - Adjustment of the speed controlled by speed governor - Permitted adjustment of the FCU fitted on the engine which can be

performed by personnel of organization appointed to FCU services - Adjustment in case of slow acceleration up to approximately nG = 90 % - Adjustment of acceleration in case of in-flight surging in the range of nG = 80

to 100 % - Adjustment in case of slow acceleration above nG = 88 % - Adjustment of the generator altitude idling speed - Check on operation of the elastic stop - control element 47 - Adjustment of the emergency circuit - Adjustment of engine starting by means of adjustment of the pressure

difference valve on the automatic starting unit - Adjustment of the ground idling speed when the possibilities of permissible

adjustment by means of elements 40 and 39 have been exhausted - Adjustment of the fuel flow rate increase at the start of acceleration - Adjustment of the acceleration time - Adjustment of the generator acceleration - Adjustment of maximum fuel flow - Procedure in case of acceleration terminated by large overshooting of the

generator speed - Check and adjustment of maximum generator speed by means of the

technological stop - Operations that are allowed to be performed on the FCU - Preservation and storage of the FCU

73.22.00 FUEL PUMP - Description - Troubleshooting - Servicing technology - De-preservation of the fuel pump - LUN 6290.04-8 fuel pump - replacement - Washing and check of the fuel strainer after 300 hours of operation - Operations permitted to be performed on the fuel pump - Preservation and storage of the fuel pump - Measures to be taken during breaks in the fuel pump operation

73.30.00 MONITORING INSTRUMENTS - Description and operation Section 74 IGNITION

74.20.00 IGNITION SYSTEM - LUN 2201.03-8 low voltage ignition system - Description and operation - UNISON ignition exciter - General - Description and operation - Adjustment/Test - Instruction for installation of LUN 2201.03-8




Jul 1, 2003

74.21.00 IGNITION UNIT - LUN 2201.03-8 ignition unit including the spark gap - Description and operation - UNISON ignition exciter - Description and operation - Troubleshooting - UNISON ignition exciter - maintenance procedures - Maintenance of the LUN 2201.3-8 low voltage ignition system - LUN 2201.03-8 ignition system - replacement of - UNISON 9049765-1 ignition exciter - replacement of - Making ready the Paltest JT 200 T tester for adjusting and checking the ignition

systems - Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition

system - Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and

its adjustment - Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system

74.22.00 SPARK PLUG - N25F-3 low voltage spark plug - Description and operation - CHAMPION CH 34630 spark igniter - Description and operation - N25F-3 spark plug - Servicing - CHAMPION CH 34630 spark igniter - Servicing - Replacement of the low voltage spark plug - Testing the N25F-3 spark plugs - CHAMPION CH 34630 spark igniter - inspection of

74.23.00 INTERCONNECTING CABLES - Interconnecting cables for LUN 2201.03-8 ignition system - Description and operation - Ignition cables - UNISON - Description and operation - Troubleshooting - Ignition cables - UNISON - Maintenance practices - Check of the interconnecting cables

74.30.00 TORCH IGNITERS - Description and operation - Troubleshooting - Replacement of the M601-208.9 igniters

74.31.00 TORCH IGNITER - Description and operation - Fuel nozzle

74.32.00 FLASH TUBE - Description and operation

74.40.00 STARTING CYCLE - Description and operation




Section 75 AIR BLEEDS 75.00.00 AIR BLEEDS - General - Description and operation

75.20.00 COOLING AND LABYRINTH SEALS CHOKING - Description and operation

75.21.00 AIR FOR ENGINE HOT PARTS COOLING - Description and operation

75.22.00 AIR BLEED FOR LABYRINTH SEALS CHOKING - Description and operation

75.30.00 AXIAL COMPRESSOR AIR BLEED - Description and operation

75.31.00 AIR BLEED VALVE - Description and operation - Troubleshooting - Servicing technology - Replacement of the M601-19.4 air bleed valve - The M601-19.4 air bleed valve - washing - Check of compressor bleed valve function when engine is at rest

75.32.00 AIR BLEED FOR AUTOMATIC CONTROL - Description and operation

75.50.00 AIR BLEED FOR AIRCRAFT NEEDS - Description and operation Section 76 CONTROL SYSTEM 76.00.00 ENGINE CONTROLS - General - Description and operation

76.10.00 POWER CONTROL - Description and operation - Troubleshooting - Checking and adjustment of basic position of the engine control lever on the

LUN 6590.05-8 FCU - Checking and adjustment of the „V3“ clearance - Checking and adjustment of the airframe pull rod length - Checking and adjustment of the travel of the „BC“ lever of propeller speed

governor - Checking and adjustment of the switching-on/off points of the automatic

feathering switch on the engine control lever - Checking and adjustment of the coincidence of the double-lever mark with the

mark on the double-lever bracket - Adjustment of the fuel shut-off valve actuating lever - Checking and adjustment of the reverse thrust power - Checking smooth motion and lubrication of ball joints of the engine controls - Lubrication of the automatic feathering switch lever - Lubrication of the pin of the automatic feathering switch lever




Jul 1, 2003

76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL PARAMETERS

- Purpose, brief technical description and functioning of the system - Operating values of parameters subjected to limitation (calculated) - Troubleshooting - Inspection of the LUN 1476-8 pressure switch of the torque limiter - Inspection of the LUN 3280-8 pressure switch of automatic feathering system - Detection of faults - functioning failures - of the system of integrated limiters - Verifying the LUN 5260.04 IELU fault

76.40.00 Checking the function of the system of automatic feathering and rolling Section 77 INSTRUMENTS FOR MONITORING 77.00.00 ENGINE MONITORING - General - Description and operation

77.10.00 POWER MONITORING INSTRUMENTS - Technology of servicing

77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET TORQUE 0 TO 120 %

- Description and operation - LUN 1540.02-8 torquemeter pressure transmitter - replacement of - LUN 1539.02-8 Torque indicator replacement of - The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator

revision after 1000 hours - Calibration of the torque indicator set: LUN 1539.02-8 torquemeter

indicator/LUN 1540.02-8 torquemeter transmitter

77.13.00 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED TRANSMITTER

- Description and operation

77.15.00 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH - Description and operation - The LUN 1476-8 torque limiter pressure switch - replacement of - Adjustment of the LUN 1476-8 pressure switch - Check on adjustment of torque channel

77.20.00 TEMPERATURE MEASURING INSTRUMENTS - Description and operation - Servicing

77.21.00 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER - Description and operation - Interturbine temperature transmitter The LUN 1377-8 thermocouples - replacement of




77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL THERMOMETER

- Description and operation - LUN 1358-8 electric resistance thermometer transmitter - replacement of - Inspection of the LUN 1358-8 electric resistance thermometer transmitter

77.40.00 PRESSURE MONITORING INSTRUMENTS - Description and operation - Servicing

77.41.00 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER - Description and operation - The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of

77.42.00 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER - Description and operation - LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of

77.43.00 1.25K LUN 1469.32-8 PRESSURE SWITCH - Description and operation - Replacement of the 1.25K LUN 1469.32-8 pressure switch (minimum oil pressure signaller) 77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER - Description and operation - The LUN 1581-8 minimum oil level signaller - replacement of

77.50.00 CRITICAL PARAMETERS LIMITING INSTRUMENTS - Description and operation - Servicing

77.51.00 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT - Troubleshooting - LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing - The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of - Instruction for instruments storage - Instruments transportation

77.52.00 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER FEATHERING

- Description and operation - The LUN 3280-8 automatic propeller feathering pressure switch - replacement of

77.55.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT (IELU) - Description and operation - The LUN 5260.04 integrated electronic limiter unit - removal and installation of - The LUN 5260.04 integrated electronic limiter unit, adjustment and testing - Integrated electronic limiter unit check using the „TEST“ circuit - Check on operation of the Integrated Electronic Limiter Unit

77.56.00 LUN 5223 generator speed derivative element - check of




Jul 1, 2003

Section 78 EXHAUST SYSTEM 78.10.00 EXHAUST NOZZLES - Description and operation - Troubleshooting - Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7 - Exhaust nozzle-visual inspection - Exhaust nozzle repair - Welding of exhaust nozzle cracks Section 79 OIL SYSTEM 79.00.00 LUBRICATION SYSTEM - Description and operation

79.10.00 ENGINE LUBRICATION SYSTEM - Description and operation - Troubleshooting - Engine magnetic plugs - check - Cleaning and replacement oil filter cartridge. Evaluation of the retained metal

abrasive wear.

79.20.00 LUBRICATION SYSTEM MANIFOLDS - Description and operation - Lubrication system-check on tightness - Engine and accessories - check on tightness

79.30.00 MONITORING INSTRUMENTS - Description and operation

79.40.00 LUBRICATION SYSTEM ADJUSTMENT - Description and operation

79.50.00 OIL FILTERING - Description and operation - Oil quantity check, oil replenishment - Filling the engine with oil, lubrication system de-aerating - Engine oil discharging Section 80 STARTING

80.00.00 STARTING SYSTEM - General - Description and operation - Troubleshooting - Engine starting at periodic inspections - Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU) - Engine shut down - Motoring run

80.10.00 ROTATING UP - Description and operation




80.11.00 STARTER/GENERATOR - Description and operation - Troubleshooting - Replacement of the LUN 2132.02-8 starter/generator - Test of the LUN 2132.02-8 starter/generator - Repair of commutator surface by re-turning - Armature removal - Repair of commutator - Balancing of rotor - Armature installation Section 82 WATER INJECTION 82.00.00 WATER INJECTION - General - Description and operation

82.01.00 REQUIRED PROPERTIES OF WATER - Description and operation

82.20.00 SPRAY RING - Description and operation - Preservation of the injection system



00

INTRODUCTION



00 „RECORD OF REVISIONS“ Page 1

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RECORD OF REVISIONS

The date on which new pages have been inserted into the Manual is affixed by the operator. The Bulletin No. is specified only if the revision has been issued as a Bulletin.

REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES

NUMBERS OF AFFECTED SECTIONS

DATE OF INSERTION

AND SIGNATURE



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REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES

NUMBERS OF AFFECTED SECTIONS

DATE OF INSERTION

AND SIGNATURE



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REVIEW OF EFFECTIVE PAGES

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00 „CONTENTS“ Page 1

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CONTENTS

00.00.00 INTRODUCTION

1. General

2. Customer Support Dpt.

3. Safety of Work

00.01.00 REVIEW OF INDIVIDUAL SECTIONS

00.02.00 HOW TO USE THIS MANUAL

- General

- The concept of dividing this Manual

- Revisions



00 „CONTENTS“ Page 2 Jul 1, 2003



00.00.00 Page 1

Jul 1, 2003

INTRODUCTION

1. General

NOTICE

INFORMATION PRESENTED IN THIS MANUAL, IN ENCLOSED DRAWINGS

AND DIAGRAMS IS ASSIGNED FOR DIRECT USE TO PERSONS AND

ORGANIZATIONS TO WHOM THIS INFORMATION WAS DELIVERED BY

ENGINE MANUFACTURER DIRECTLY OR THROUGH MEDIATORY

PERSONS OR ORGANIZATIONS.

FURTHER REPRODUCTION OF DATA PRESENTED IN THIS MANUAL AND

THEIR TRANSFER TO OTHER ORGANIZATIONS AND PERSONS IS NOT

ALLOWED WITHOUT WRITTEN PERMISSION OF ENGINE

MANUFACTURER.

DATA PRESENTED IN THE MANUAL AND ADDITIONAL DATA OBTAINED

BY AIRCRAFT OPERATOR ARE NOT ALLOWED TO BE USED FOR OTHER

PURPOSE THAN FOR ENGINE MAINTENANCE, PARTS ORDER ETC. IN

CONNECTION WITH THE WALTER M601 ENGINE MODELS.

This manual provides information on engine design, function of individual modules, and

accessories that should be understood for proper and reasonable maintenance. In

addition, procedures are described which could be of advantage as in prevention as in

remedy of failures. Therefore this manual gives the schedule and scope of inspections,

servicing and operations that should be carried out for reliable and trouble-free operation

of the engine.

Maintenance of the WALTER M601 turboprop engines is based on the fact that during the

TBO period no maintenance operations are required - except periodic (mostly visual)

inspections and minor maintenance. Therefore no heavy maintenance, neither hot parts

inspection, etc. is carried out. This is substantiated by endurance testing of the

WALTER M601 engines.



00.00.00 Page 2 Jul 1, 2003

All described maintenance procedures can be carried out in common working

environment; no special requirements are imposed on equipment. All necessary tools,

aids, spare parts, and consumable material are supplied with the engine.

Nevertheless the described maintenance procedures can be carried out exclusively by

qualified personnel, trained-in for the WALTER M601 engine maintenance.

All inspections and maintenance operations must be recorded in Engine Log Book and

appliance logs.

Further operations than those described in this manual can be carried out only by

personnel fully trained and authorized to technical services.

2. Customer Support Dpt.

Customer Support Dpt. representatives hold contact with customers and airplane

operators. Their services are available for rectification of any specific difficulty or problem.

Request for contact should be addressed to:

WALTER a.s.

Customer Support Dpt.

Jinonická 329

150 07 Praha 5 - Jinonice

Czech Republic

Phone: ++420 25104 2530

Fax: ++420 25721 1430

E-mail: [email protected]

Internet http://www.walterengines.com

Spare parts and/or further items should be ordered on the same address.



00.00.00 Page 3

Jul 1, 2003

3. Safety of Work

Working platforms or stairs are necessary for work on the engine. The personnel must be equipped with antis lip shoes so that the danger of fall will be reduced to minimum.

The following precautions must be respected when washing the engine as installed in the airframe:

- Only washing or lacquer petrol can be used for washing parts where petrol is required.

- The airframe must be grounded by connecting a metal part of the undercarriage to earth.

- Smoking or open fires are forbidden within the distance of 10m.

- Fire extinguishing equipment must be ready at the airplane.

- Storage batteries must be disconnected.

- No further operations may be carried out

- e.g. cleaning the Perspex windows,

- using electric appliances as vacuum cleaners, electric hand drills, etc. Electric hand lamps should be of an explosion-proof model.

- Personnel working with combustibles must be equipped with antistatic shoes and their clothing must not be made of synthetic fibres. Cleaning aids, rags, brushes, etc. must not be made of the synthetic fibres.

- Combustibles must not be poured on concrete floors so that the danger of inflammation caused by the fall of a metal object will be prevented.

- The quantity of cleaning aids in use must be limited to one litre. Cleaning aids must be stored in closed metal containers at least 10 m away from the airplane.

Synthetic oils used for engine lubrication are dangerous to health. In case of stained hands or further parts of the body the stains should be wiped dry immediately; then washed with clean fuel or petrol, followed by washing in warm water with soap.

Basic hygienic principles should also be respected when handling other lubricants, fuels and cleaning aids. Stained skin, respiration of vapour etc. should be prevented. Hands must be washed thoroughly after the work has been finished.

Persons who are not instructed on the procedure related to testing and on results of unqualified or careless behaviour must not attend testing of engines.

It is also strictly forbidden to stay near the propeller.

Prior to engine testing it is necessary to make ready the fire extinguishing equipment. Check the free area in front of and behind the airplane. Inform the attending personnel on the start and on the end of engine test.



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∗ ∗ ∗

CAUTION: AS FAR AS THE NAME OF THE ENGINE MODEL IS PRESENTED ON

TABLES OR DIAGRAMS, THESE ARE VALID FOR MARKED MODEL ONLY.

IF THE NAME OF ENGINE MODEL IS MISSING, THE TABLES OR

DIAGRAMS ARE VALID FOR ALL ENGINE MODELS PRESENTED IN THIS

MANUAL.

∗ ∗ ∗



00.01.00 Page 1

Jul 1, 2003

REVIEW OF INDIVIDUAL SECTIONS

Section 00 INTRODUCTION AIRWORTHINESS LIMITATIONS Section 5 INSPECTIONS Section 72 ENGINE Section 73 FUEL SYSTEM Section 74 IGNITION Section 75 AIR BLEED VALVE Section 76 CONTROLS Section 77 INSTRUMENTS FOR MONITORING Section 78 EXHAUST SYSTEM Section 79 OIL SYSTEM Section 80 STARTING Section 82 WATER INJECTION



00.01.00 Page 2 Jul 1, 2003



00.02.00 Page 1

Jul 1, 2003

HOW TO USE THIS MANUAL

GENERAL

The Maintenance Manual has been written in accordance with the USSR Standard GOST

18675-73. It contains a technical description of engine systems subdivided according to their

function and operation technology prepared in the form of technological instructions.

In-flight operation of the engine is dealt with in the „Operation Manual“ (Manual Part No.

0982404).

The engine airframe installation is described in detail in the „Installation Manual“ (Manual

Part No. 0982502).



00.02.00 Page 2 Jul 1, 2003

THE CONCEPT OF DIVIDING THIS MANUAL

The Manual is divided into sections that are further divided into subsections and items.

The subdivision is expressed by a numerical index shown in the bottom margin of the page

concerned; this index corresponds to the USSR standard.

Example: 72. 10. 00

Section Subsection Item Engine Reduction gearbox Void

Pages are numbered separately for each subsection. The page number contains also an

encoded inner division of every subsection into individual themes; this simplifies orientation

and entering of reviews.

Pages are numbered as follows:

General, description and function 1 - 100

Troubleshooting 101 - 200

Servicing technology - general 201 - 300

Standard maintenance in operation 301 - 400

Installation and removal 401 - 500

Adjustment and testing 501 - 600

Inspections and check-ups 601 - 700

Cleaning and painting 701 - 800

Minor repairs 801 - 900

Storing instructions 901 - 1000

Shipping 1001 - 1100



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Jul 1, 2003

REVISIONS

The revisions in the Maintenance Manual are introduced in the form of replaceable pages

always accompanied by a new review of effective pages of the chapter concerned. These

are delivered to the users of Manuals together with the „Accompanying List of Revisions”.

The user of the Manual is obliged to check whether the pages in his copy conform to the

review of effective pages filed at the beginning of each chapter.

Pages not entered in the list must be deleted. The corrected or new page carries a new date

of issue.

After having received the revision and inserted it into the manual, the user is required to

enter the revision into the „Record of Revisions“ contained in the manual „INTRODUCTION“

and in the beginning of every section, and to add the date and his signature.



00.02.00 Page 4 Jul 1, 2003



AIRWORTHINESS LIMITATIONS



AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“ Page 1

Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES

NUMBERS OF AFFECTED PAGES

DATE OF INSERTION

AND SIGNATURE



AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“ Page 2 Jul 1, 2003

REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“ Page 1

Jul 1, 2003


Section -

subsection point

Page

Date

Airworthiness Limitations „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 Airworthiness Limitations „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 Airworthiness Limitations „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 Airworthiness Limitations 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 1 1.7.2003 (in Czech)


point

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AIRWORTHINESS LIMITATIONS „CONTENTS“ Page 1

Jul 1, 2003

CONTENTS

CHAPTER Page


1. General 1

2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits 2

3. Equivalent Cyclic Life (N) of New Critical Parts 4



AIRWORTHINESS LIMITATIONS „CONTENTS“ Page 2 Jul 1, 2003



AIRWORTHINESS LIMITATIONS Page 1

Jul 1, 2003


The Airworthiness Limitations section is CAA (Civil Aviation Authority of the Czech Republic)

approved and specifies maintenance required under Section 43.16 and 91.403 of the Federal

Aviation Regulations and by any applicable airworthiness or operational rule unless an

alternative program has been CAA approved.

This chapter was approved and signed in Czech by:

Pavel Matoušek, Director, Airworthiness Division

CAA of the Czech Republic

Date: December 8, 2003

1. General

1.1 Engine parts which are exposed to low-cycle fatigue due to cyclic operation of the

engine are presented in Table 1.

1.2 Life limits were CAA of the Czech Republic approved within the type certification

process. Respecting these limits is therefore mandatory to maintain conformity with

approved type design and validity of the airworthiness certification. Changes in part

cyclic life limits shall be approved by the CAA of the Czech Republic.

1.3 Airworthiness regulations require operator to record:

a) Consumption of approved number of flight hours in the course of operation in the

frame of TBO.

b) Consumption of approved number of equivalent flight cycles in the course of

operation in the frame of TBO.

c) Consumption of approved number of years in the course of operation in the frame

of TBO.

As far as the operator does not record the number of engine starts, number of

take-offs or duration of flights into the Engine Log Book he will be penalized as

follows: the missing data will be included in by increased number of engine starts,

take-offs or duration of flights as presented in the Table 2 in the section 5.10.00

SCHEDULED INSPECTIONS.



AIRWORTHINESS LIMITATIONS Page 2 Jul 1, 2003

1.4 The engine manufacturer (or authorized overhaul facility) gives a warranty that all

parts assembled in the engine that are subjected to the cyclic load have their life

limits (cycles and hours) equal or higher than approved number of hours and cycles

for engine operation during further TBO. During this time it is not allowed for operator

to disassemble the engine or these parts and to carry out the maintenance of inner

parts of the engine.

1.5 If the engine is operated in the way different from the way as supposed in the

paragraph 2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits, or

the operator supposes that the total allowed time limit for take-off rating will be

exceeded or the engine is operated continuously at high ambient temperatures it is

necessary to submit the presumed flight cycle to the engine manufacturer for

analysis. The manufacturer estimates if new Engine Operation Limits determination is

necessary, or not.

2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits

2.1 The No. of equivalent flight cycles is calculated acc. to the following formula:

NE = [Ns + AV (Nv - Ns - NP) + AP . NP] . L [1]

where Ns ....... No. of engine starts (only starts followed by take-off or several

take-offs are considered)

Nv ....... No. of take-offs

NP ....... No. of take-offs, when the ground idling with propeller in feather

position was used before take-off (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)

AV ....... abbreviated flight cycles coefficient, i.e. the ground idling speeds of

both gas generator and propeller were used between successive

flights (nG ≥ 60 %; nV ≥ 830 rpm)

AP ....... abbreviated flight cycles coefficient, when the ground idling speed of

gas generator with propeller in feather position was used between

successive flights (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)

L ....... flight mission coefficient



AIRWORTHINESS LIMITATIONS Page 3

Jul 1, 2003

2.2 Definition of the type flight cycle and the values of the AV, AP a L coefficients:

- for abbreviated flight cycles, i.e. engine idling - take-off - flight - landing with reverse

- engine idling ....... AV = 0.56

- for abbreviated flight cycles, i.e. engine idling with propeller in feather position -

take-off - flight - landing with reverse - engine idling ....... AP = 0.80

- flight mission coefficient ....... L = 1.00

For the type flight cycle is considered:

- aborted landing frequency ....... 0.05

- time of take-off rating use ....... max. 6 % of TBO

- average time of one flight cycle ....... (60 to 30) min

- landing with reverse ....... at each landing

The coefficients AV, AP and L for critical parts of the engine necessary for

recalculation of abbreviated and complete flight cycles of the WALTER M601E and

M601E-21 engines to the equivalent flight cycles in accordance with the formula

presented in Para 2.1 are presented in the Table 1.

The Table is used for determination of number of equivalent flight cycles of critical

parts at engine overhaul.



AIRWORTHINESS LIMITATIONS Page 4 Jul 1, 2003

3. Equivalent Cyclic Life (N) of New Critical Parts

Part Description

Dwg. No.

Abbreviated Flight Cycle Coefficients

Flight Mission

Coefficient

Equivalent Cyclic Life

AV AP L [equiv. cycles]

Centrifugal compressor case

M601-153.5M601-154.6 0.58 0.92 11000

Axial compressor drum M601-130.6 0.27 1.03 9900

Impeller M601-1030.7 0.57 0.97 14400

Main shaft M601-1017.7 0.28 1.03 12700

Fuel spray ring M601-2028.4 0.40 0.99 9500

Compressor turbine disk M601-3335.7 0.37 1.00 10670

Rear shaft M601-3156.9 0.28 1.02 10450

Free turbine disk M601-3220.6 0.66 0.94 0.85 8820

Free turbine shaft M601-4004.7 0.55 0.92 0.85 11100

COEFFICIENTS AV, AP AND L FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES

OF CRITICAL PARTS AND THEIR TOTAL EQUIVALENT CYCLIC

Table 1



5

INSPECTIONS




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page

Date

5 „Record of


2 Jul 1, 2003

5 „Review of


2 Blank Jul 1, 2003

5 “Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003

5.00.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

5.05.00 1 Jul 1, 2003

2 Jul 1, 2003

3 Jul 1, 2003

4 Jul 1, 2003

5 Jul 1, 2003

6 Blank Jul 1, 2003

5.10.00 1 Jul 1, 2003

2 Jul 1, 2003

3 Jul 1, 2003

4 Jul 1, 2003

5 Jul 1, 2003

6 Jul 1, 2003


point

Page

Date

5.20.00 1 Jul 1, 2003

2 Jul 1, 2003

3 Jul 1, 2003

4 Jul 1, 2003

5 Jul 1, 2003

6 Jul 1, 2003

7 Jul 1, 2003

8 Jul 1, 2003

9 Jul 1, 2003

10 Jul 1, 2003

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12 Jul 1, 2003

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Jul 1, 2003

CONTENTS 5.00.00 INSPECTIONS 1. General 5.05.00 TIME BETWEEN OVERHAULS (TBO)

1. Time Between Overhauls/Repairs 2. Extension of the TBO 5.10.00 SCHEDULED INSPECTIONS

1. General 2. Review of individual scheduled inspection types 3. Allowed Replacement of Appliances and Engine Parts During Operation 5.20.00 UNSCHEDULED INSPECTIONS

1. General 2. Unscheduled Inspections



5.00.00 Page 1

Jul 1, 2003

I N S P E C T I O N S

1. General

This Maintenance Manual establishes the plan and scope of inspections of the engine and

its accessories. Required inspection activities ensure airworthiness and reliability of

engine since start of operation until the overhaul.

All inspection operations have to be carried out by trained and qualified workers, who are

approved for servicing engines of the WALTER M601 series and are responsible for

quality of their work.

Any inspection has to be recorded in the Engine Log Book and in appliance logs.

Definitions:

Overhaul: Engine renovation to the condition when the approved range of operation and

life parameters is warranted using inspection, repair or replacement of engine

parts in accordance with approved procedure.

Repair: Engine renovation to the condition when the range of operation and life

parameters corresponds to the agreement with the customer. Usually the

same range of operation hours is to be warranted as at the overhaul, but with

smaller number of flight cycles. This condition will be reached using

inspection, repair or replacement of engine parts in accordance with approved

procedure.



5.00.00 Page 2 Jul 1, 2003



5.05.00 Page 1

Jul 1, 2003

T I M E B E T W E E N O V E R H A U L S

1. Time Between Overhauls/Repair

The user must send the engine for overhaul/repair to the engine manufacturer (approved

repair organization) or to consult with the engine manufacturer the further procedure as far

as:

- the number of flight hours in operation exceeds the limit presented in Table 1. Into the

flight hours to overhaul/repair is included only the time from beginning of the take-off to

the end of landing.

- the number of equivalent flight cycles in operation (calculated from the equation [1],

Para 2.1, AIRWOTHINESS LIMITATIONS) exceeds the limits presented in Table 1 or

in the Engine Log Book.

- the number of years in operation (with respect to the Para 2. of this section) exceeds

the limit presented in Table 1.

Operation Limits to the Overhaul

Engines up to S/N 974010

Engines from S/N 981001

Engines from S/N 022001

No. of Flight Hours 2000 3000

No. Equivalent Flight Cycles 2250 3300 6600

No. of Years in Operation 5 *)

*) Extension to 7 years and then to 8 years (max.) is possible on the basis of positive results of engine inspection (ref. 5.05.00, Para 2.a) and Para 2.b)).

OPERATION LIMITS TO THE OVERHAUL

Table 1



5.05.00 Page 2 Jul 1, 2003

NOTE: The engines with elder S/N can be rebuilt to the state beginning from S/N 022001 in accordance with corresponding regulations and the „Overhaul Manual”. The values of cyclic life of critical parts after engine rebuilding are presented in the Engine Log Book. The engines after rebuilding are marked:

- on the engine identification plate by No. 3000 at engines with TBO limits of 3000 flight hours and 3300 equivalent flight cycles.

- on the engine identification plate by No. 3066 at engines with TBO limits of 3000 flight hours and 6600 equivalent flight cycles.

Missing Value Penalty Value Result

τ (flight hours) 3000 hrs at engines up to S/N 974010 4000 hrs at engines from S/N 981001 Decreased engine life

NS (No. of engine startings)

NS = NV

NV (No. of take-off) NV = 2 NS

NP (No. of take-off after feathering)

NP = NV/2 Decreased cyclic life of critical engine parts

NS and NP NS = NV; NP = 0

NV and NP NV = 2 NS; NP = NS

NS, NV and NP Full cyclic life of critical parts is exhausted

All critical parts will be replaced by new ones

INCLUDING OF PENALTY VALUES FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES AT OVERHAUL WHEN SOME VALUES WERE NOT

RECORDED BY THE ENGINE OPERATOR

Table 2

CAUTION: ENGINE MAINTENANCE EXCEEDING PROCEDURES PRESENTED IN THIS MANUAL IS CONSIDERED AS ENGINE OVERHAUL, THAT REQUIRES TO RESPECT THE PROVISIONS PRESENTED IN THE OVERHAUL MANUAL.



5.05.00 Page 3

Jul 1, 2003

2. TBO Extension

Three options are available to the operator for extending the TBO. They are as follows:

a) For engines reaching a calendar time TBO limit before reaching a flight hour TBO limit,

the calendar TBO may be extended by up to two years, to a maximum of seven years from

the initial date of TBO (ref. NOTE), by performing the inspection tasks listed in Table 2.

The inspection must be performed solely by the authorized personnel.

b) For engines reaching a calendar time TBO limit extended to seven years, the TBO may

be extended by one additional year (to a maximum of eight years) by performing the

inspection tasks listed in Table 2. The inspection must be performed solely by the

authorized personnel.

c) For engines inspected or repaired in accordance with the Manual for Shop Revision at

WALTER a.s., the calendar time TBO limit may be extended by a maximum of five

years.

NOTE: The initial date of TBO is defined by the manufacturer as follows:

1. For new or overhauled engines delivered by the manufacturer in sealed

containers with a nitrogen atmosphere:

a) The initial date of TBO is the date of manufacture or the date of last

overhaul (as presented in the Engine Log Book) plus one year, providing

the sealed container atmosphere is not impaired, or

b) The date on which the sealed container atmosphere was impaired during

the first year of storage.

2. For new or overhauled engines delivered by the manufacturer in short-period

preservation, the initial date of TBO is the date of manufacture or the date of

last overhaul (as presented in the Engine Log Book).



5.05.00 Page 4 Jul 1, 2003

REQUIREMENTS FOR CALENDAR TBO EXTENSION WALTER M601E S/N .

Customer: Type of airplane: Matriculation: S/N: Perform the following tasks:

Item Task Finding and SignatureEngine 1. Free Turbine Detailed visual inspection, using an endoscope,

for condition of blades (leading and trailing edges, shroud strips) – ref. 72.52.00, Page 601.

2. Gas generator turbine Detailed visual inspection of the nozzle guide vane ring, using an endoscope – ref. 72.51.00, Page 601. Detailed visual inspection of the turbine rotor blades, using an endoscope – ref. 72.51.00, Page 602.

3. Combustion Chamber

Detailed visual inspection, using an endoscope, for condition of flame tubes - ref. 72.41.00, Pages 601 to 602.

4. 1st Stage of Axial Flow Compressor

Detailed visual inspection, using an endoscope, for condition of leading edges of the blades in accordance with 72.31.00, Page 601. For permitted damage – ref. 7231.00, Page 602 to 603.

Engine Accessories and Instruments 5. Compressor Bleed

Valve Functional check of the valve with engine at rest in accordance with Section 75.31.00, Page 407.

6. LUN 2132.02-8 Starter/Generator

Inspection for condition of brushes and commutator in accordance with Section 80.11.00, Page 501.

7. LUN 2201.03-8 Ignition unit

Functional check in accordance with Section 80.21.00, Page 501 (if mounted).

8. LUN 6290.04-8 Fuel Pump

Detailed visual inspection of the pump body (corrosion permitted only on non-working surfaces), check/repair of leakage in accordance with Section 73.22.00. Visual inspection of strainer in accordance with Section 73.22.00, Page 601.

9. LUN 6590.05-8 Fuel Control Unit

Detailed visual inspection of the FCU body (corrosion permitted only on non-working surfaces), check/repair of leakage. Check of ground idle speed in accordance with Section 73.21.00, Page 508, max. generator speed in accordance with Section 73.21.00, Page 558, acceleration adjustment in accordance with Section 73.21.00, Page 552, engine starting adjustment in accordance with Section 73.21.00, Page 502.

Table 3 (to be continued)



5.05.00 Page 5

Jul 1, 2003

Item Task Finding and Signature

10. Oil Filter Oil filter inspection in accordance with Section 79.50.00.

11. LUN 7816-8 Propeller Speed Governor

Detailed visual inspection of the governor body (corrosion permitted only on non-working surfaces), check of leakage check of governor adjustment, check of slide block clearance in accordance with Propeller Maintenance Manual.

12. Engine Controls (Kinematic linkage)

Detailed visual inspection (corrosion of ball bearings is not permitted), functional check (rubbing of the rope in conduit is not acceptable). Inspection in accordance with Section 76.10.00, Page 601.

13. LUN 1476-8 Torque limiter pressure switch

Check in accordance with Section 76.30.00, Page 601.

14. LUN 1540.02-8 Torque transmitter and LUN 1539.02-8 Indicator set


15. LUN 3280-8 Autofeathering pressure switch


16. Engine Run Engine test run in accordance with Section 72.03.00, Page 501. Evaluation of engine performance in accordance with Section 72.03.00, Page 501.

Conclusion:

Date: ..........................

Place: .......................... Signature: .................

Table 3



5.05.00 Page 6 Jul 1, 2003



5.10.00 Page 1

Jul 1, 2003

S C H E D U L E D I N S P E C T I O N

1. General

All described scheduled inspections can be carried out in common environs, without

further requirements for equipment, in addition to that which is generally supplied with the

engine, as well as for consumable material.

2. Review of individual scheduled inspection types

The scope of individual types of inspections is presented in the Table 1.

Scheduled inspection procedures can be distinguished by program and scope into the

following types:

A. Inspection Type 1

This inspection type is carried out daily before launching the flight program.

The pilot is approved to carry out this type of inspection.

B. Inspection Type 2

After every 100 hrs of operation or every 30 calendar days, whichever comes first.

C. Inspection Type 3

Inspection Type 3 is carried out after 300 ±30 hours of flight operation or at the expiry

of a period specified by the manufacturer of the individual accessories, whichever

comes first.

D. Inspection Type 4

Inspection Type 4 is carried out at the expiry of 900 ±30 hours in flight operation or at

the period specified by the manufacturer of the individual accessories, whichever

comes first.

NOTE: Each inspection of higher type includes automatically all lower types of

inspections.



5.10.00 Page 2 Jul 1, 2003

Scope of Inspection Inspection Type

1 2 3 4

Check visually fixing of all devices of fuel and oil system; fixing of

starter/generator and parts of ignition set; fixing of alternator.

- x - -

Electrical installation: check on wiring - x - -

Fireseals: check on fixing and cracks - x - -

Compressor inlet protecting screen: check on condition and fixing

(ref. 72.23.00 AIR INTAKE PROTECTION).

- x - -

Engine mounts: visual inspection

(ref. 72.33.00 ENGINE MOUNTING SYSTEM)

- x - -

Space inside the nacelle: visual inspection. Check all joints of fuel

system on tightness with the booster pump in operation

(ref. 73.11.00 FUEL MANIFOLD).

x x - -

Engine controls: visual inspection for condition. Check full travel of

engine control levers incl. possibility to reach the stops on the

levers in the cockpit and also on the engine, (ref. 76.10.00

POWER CONTROL)

- x - -

Exhaust nozzles: visual inspection for cracks and deformations. - x - -

Chip signallers on the reduction gearbox and accessory drive box

and magnetic plug in oil tank: visual inspection (ref. 79.10.00).

- - x -

PLANNED INSPECTIONS

Table 1 (Sheet 1)



5.10.00 Page 3

Jul 1, 2003


1 2 3 4

Oil system joints and devices: check for tightness (ref. 79.20.00). x x - -

Check and replenishment of oil charge in oil tank (ref. 79.50.00). - x - -

Check the oil consumption. Should the oil consumption exceed the approved limit, check the oil system for leakage (ref. 79.20.00). If trouble persists, proceed as described in 79.10.00.

x - - -

Inspect and rinse the high-pressure fuel filter (ref. 73.22.00 FUEL PUMP).

- - x -

Inspect engine controls as follows:

V3 clearance in engine control linkage; Bc clearance at the propeller governor; length of the airframe pull rod (ref. 76.10.00 POWER CONTROL).

- - x -

Inspect the condition of all levers, tie rods and ball joints, in the system of engine controls (ref. Inspection/Check, 76.10.00 POWER CONTROL).

- - x -

Inspection and servicing of the torque limiter pressure switch (ref. 76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL PARAMETERS).

- - - x

Inspection and servicing of the LUN 3280-8 automatic feathering pressure switch.

- - - x

Inspection/check of the torquemeter set (ref. 77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET TORQUE 0 TO 120 %).

- - - x

Check on adjustment of torque channel (ref. 77.15.00). - - x -

Inspection of the oil temperature transmitter (ref. 77.22.00). - - - x

PLANNED INSPECTIONS

Table 1 (Sheet 2)



5.10.00 Page 4 Jul 1, 2003


1 2 3 4

Functional test of the system of limiters (ref. 77.55.00, Pages 601 to 604, IELU check using the „TEST“ CIRCUIT).

- - x -

Check on operation of the IELU (ref. 77.55.00, Pages 605 to 606).

- - x -

Check of LUN 5223 generator speed derivative element (ref. 77.56.00, Pages 601 to 602).

- - x -

Inspection of the oil filter housing in the accessory gearbox; cleaning if necessary. As far as the oil charge is not replaced, the oil filter cartridge must be washed and checked (ref. 79.50.00).

- - x -

Oil charge replacement (ref. 79.50.00). - - x 1) -

Check the starter/generator for worn brushes (ref. 80.11.00). The grooves of the starter/generator are to be greased with plastic grease AeroShell Grease 6 or Total Specis Cu.

- - x -

Inspection of ignition sets, LUN 2201.03-8 replacement when life limit expired (ref. 74.21.00 IGNITION UNIT).

- - x -

Inspection of igniter plugs N25F-3 (ref. 74.22.00) and Champion CH 34630 (ref. 74.22.00).

- - x -

Check for engine parameters (ref. 72.03.00). - - x -

1) First oil charge replacement should be carried out after 300 hours in operation. The following replacement is to be carried out at each second inspection of type 3 or after 12 months.

At the same time with oil charge replacement the oil filter cartridge is to be replaced.

PLANNED INSPECTIONS

Table 1 (Sheet 3)



5.10.00 Page 5

Jul 1, 2003

3. Allowed Replacement of Appliances and Engine Parts During Operation

If there some failure appears on the appliances or engine parts that cannot be repaired, it is allowed to replace the faulty appliances or engine parts for new ones.

The principle, that the newly installed appliance must cover full remaining engine TBO, must be respected, especially when the used type of appliance can have different TBO.

3.1 The trained user's workers are allowed to replace appliances and engine parts (delivered by the engine manufacturer by the way of a claim or an order, spare parts 1:1 or 1:10) as follows:

The Way of Verification No. Appliance – Engine Part Without

VerificationGround Engine

Test (Full Scale)

Ground Engine

Test Items 1, 2, 4, 12, 13

Section

1. Fuel Control Unit x and flight

test

- 73.21.0073.10.00

2. Fuel Pump - x - 73.22.00 3. Fuel Manifold - - x 72.03.00 4. Drain Valve - - x 73.12.00 5. Torch Igniter - - x 74.30.00 6. Fuel Pressure Transmitter - - x 77.41.00 7. Oil and Air Manifold - - x 72.03.00 8. Oil Pressure Transmitter - - x 77.42.00 9. Min. Oil Pressure Transmitter - - x 77.43.00

10. Oil Thermometer - - x 77.22.00 11. Oil Filter Cartridge - - x 79.10.00 12. Magnetic Plugs x - - 79.10.00 13. Starter/Generator - - x 80.11.00 14. Ignition Unit - - x 74.20.00 15. Exhaust Nozzles x - - 78.10.00 16. Engine Mounts x - - 72.33.00 17. Integrated Generator and

Propeller Speed Transmitter - x - 72.60.00

72.10.00 18. Protective Compressor Screen x - - 72.23.00 19. Signaller of Min. Oil Quantity - - x 20. Interturbine Temperature

Transmitter - x -



5.10.00 Page 6 Jul 1, 2003

3.2 Appliances and Engine Parts that can be replaced solely by manufacturer's workers

in accordance with internal instructions of the manufacturer:

The Way of Verification No. Appliance – Engine Part Without

VerificationGround Engine

Test (Full Scale)

Ground Engine

Test Items 1, 2, 4, 12, 13

Section

1. Compressor Air Bleed Valve and Its Control Nozzles

- x - 75.31.00

2. Shaft Packing Rings - x - 72.62.00 3. Engine Controls - x - - 4. Automatic Feathering Pressure

Switch - - x 77.52.00

5. Air Baffles - - x - 6. Torquemeter Pressure

Transmitter - x - 77.11.00

7. Torque Indicator - x - 77.11.00 8. Torque Limiter Pressure Switch - x - 77.15.00



5.20.00 Page 1

Jul 1, 2003

U N S C H E D U L E D I N S P E C T I O N S

1. General

A. An unscheduled maintenance inspection is carried out when the engine is subjected to unusual stress or operating conditions, exceeds operating limitations or gives unsatisfactory performance.

B. If, as the results of the inspection, engine removal is required, a written report stating the cause of removal in detail (i.e. overtorque, overtemperature, etc.) must be sent with the engine to an overhaul facility.

2. Unscheduled Inspections

A. Table 1 presents the unscheduled maintenance inspections required.

CONDITION ACTION REQUIRED

A. Performance deterioration

OPERATIONAL ABILITY - TROUBLESHOOTING (ref. 72.03.00).

B. Overspeed Check engine/aircraft speed indicating system. If found satisfactory, carry out the following maintenance actions:

(1) If gas generator speed exceeded 103 % determine and rectify cause of overspeed. Remove the engine and send it to an overhaul facility for an overspeed inspection/repair acc. to Overhaul Manual. In case of propeller overspeed proceed acc. to Table 2.

(2) If gas generator rotor speed was more than limits and less then presented in Para (1):

a) Manually rotate gas generator rotor and check for unusual noises.

b) Inspect chip detectors and oil filter cartridge for contamination with metal chips. Refer to 79.10.00 ENGINE LUBRICATION SYSTEM and 79.30.00 MONITORING INSTRUMENTS.

c) Determine and rectify the cause of the overspeed.

UNSCHEDULED INSPECTIONS

Table 1 (Sheet 1 of 8)



5.20.00 Page 2 Jul 1, 2003


C. Overtemperature Check engine/aircraft ITT indicating system. If found satisfactory, refer to Figs. 1 and 2, Overtemperature Limits for required action.

D. Overtorque Check engine/aircraft torque indicating system. If found satisfactory, refer to Fig. 3 Overtorque Limits for required action.

Besides presented action, if the overtorque is in Area A, inspect the reduction gearbox chip detector and the oil filter cartridge for metal contamination immediately after the overtorque. If no contamination has been found, the engine can continue in service without further unscheduled maintenance actions. If either is contaminated with metal, carry out procedure presented in 79.10.00 ENGINE LUBRICATION SYSTEM. Inspection for metal contamination carry out at intervals not exceeding 25, 50, 100, and 250 flight hours following overtorque incident. If metal contamination is found during any of the inspections, carry out the evaluation of contamination and the procedures as presented in 79.30.00 MONITORING INSTRUMENTS. If no contamination with metal has been found after presented intervals, the engine operation can continue without further unscheduled maintenance actions.

E. Immersion in water Send engine to an overhaul facility to be inspected in accordance with Overhaul Manual.

F. Dropped engine Send engine to an overhaul facility to be inspected in accordance with Overhaul Manual.

G. Small hard material ingestion (sand, course-grained dust, gravel)

Carry out a power plant performance check according to 72.03.00. As far as the results are satisfactory, the engine can continue in service without further maintenance actions. If the shaft power plotted in diagram (ref. 72.03.00, Fig. 501) is below the standard curve, remove the protective screen at the compressor inlet and inspect the condition of leading edges of blades on the 1st stage of axial compressor. The procedure and the limits of acceptable damage are presented in 72.31.00 AXIAL COMPRESSOR.





5.20.00 Page 3

Jul 1, 2003


H. Bird strike and soft material ingestion (e.g. rags, cloth, plastic bags, etc.)

Open the engine nacelle and remove the object from the air inlet screen. Clean the surface from the deposits (ref. 72.23.00 AIR INTAKE PROTECTION).

I. Chip detector circuit completed

Carry out procedure presented in 79.10.00 ENGINE LUBRICATION SYSTEM.

J. Propeller sudden stoppage (due to contact with a hard object - e.g. ground etc.)

Send engine to an overhaul facility to be inspected in accordance with Overhaul Manual.

K. Propeller strike causing blade damage. (Strike occurred when a rotating propeller hit an object that caused blade damage or a stationary propeller was hit by a moving object.)

At the blade structural damage (when the propeller repair must be carried out at the manufacturer) return the engine to an overhaul facility for inspection/repair acc. to Overhaul Manual.

At minor blade damage check the radial clearance of the propeller shaft using indicator. Max. acceptable clearance is 0.03 mm (0.001 in). If the clearance is acceptable, let the engine run at 80 % torque for 10 minutes. Inspect the condition of chip detector in the reduction gearbox. Return engine to service if no chips have been found. Repeat reduction gearbox chip detector check in intervals of 10 flight hours until 50 hours following propeller strike incident. Return to standard inspection intervals if no chip indication found. If the chips were found, proceed in accordance with 79.10.00 ENGINE LUBRICATION SYSTEM.

L. Propeller lightning strike

If signs of arcing are found on propeller blades, contact service organization that assures check of propeller shaft and flange for magnetism and test of the engine operation. On the basis of these tests the authorized service organization decides on engine return to service or to an overhaul facility for inspection/repair acc. to Overhaul Manual.





5.20.00 Page 4 Jul 1, 2003


M. Heavy landing

NOTE: A heavy landing is

usually accompanied by structural damage of landing gear components.

The engine is designed to withstand landing loads of 5g. If this load was exceeded during a heavy landing incident, carry out checks listed below.

a) Visual inspection

The engine must be replaced and sent to the authorized overhaul facility for inspection/repair acc. to Overhaul Manual if any of following defects are evident:

1) Cracks or distortion of engine mounts.

2) Crack or distortion of bulkheads

3) Damage or distortion of exhaust nozzles.

4) Crack or damage of starter/generator mount.

b) If these defects are not evident, then check the engine function. Turn propeller by hand and listen for unusual noises in reduction gearbox and power turbine. Unusual noises can indicate problems in the gears, bearings, seals and rotors. If unusual noises occur, remove the engine and send to overhaul facility for inspection/repair acc. to Overhaul Manual.

NOTE: The sealing edges of tip shrouds on the blades of power turbine in a hot engine may be in light contact with stator. This is not indication of damage, providing the turbine rotates free in cold condition, during start and at ground idle.

c) Turn manually gas generator rotor (ref. 72.03.00). Listen for unusual noises that can indicate problems in accessory gears, bearing seals, or bearings. If unusual noises occur, the engine must be removed and sent to overhaul facility for inspection/repair acc. to Overhaul Manual.





5.20.00 Page 5

Jul 1, 2003


M. Heavy landing (Continued)

d) Check following airframe/engine connections for leakage:

- engine fuel supply

- oil cooler

- airbleed system

- fuel and oil drains

and the connection of control linkages and of electric connectors.

e) Check all engine mounted instruments and accessories for security. Rectify if required. Special attention to be paid to:

1. FCU

2. Starter/generator

3. Propeller speed governor

4. Feathering pump (if mounted)

f) If the results of checks are satisfactory, run engine at 80 % torque for 10 minutes. Check the magnetic chip detectors in the oil tank, reduction gearbox and the oil filter cartridge for contamination with metal chips. Repeat the check of the chip detector in the reduction gearbox in 5 to 10 hour intervals until 50 hours of flight operation following heavy landing incident. The oil filter cartridge and other magnetic chip detectors are to be checked only if some metal chips have been found on the magnetic chip detector in the oil tank or if chip deposits are signalled by corresponding signalling lamp in the cockpit. In case of contamination with metal chips proceed in accordance with 79.10.00 ENGINE LUBRICATION SYSTEM.





5.20.00 Page 6 Jul 1, 2003


N. Sustained running at an oil temperature outside operating limits

(1) Drain and discard oil (ref. 79.10.00).

(2) Remove and check oil filter cartridge and accessible strainers in the oil system.

(3) Check magnetic chip detectors.

(4) Rectify cause of high oil temperature (ref. 79.10.00).

(5) Fill oil system with new oil.

O. Low oil pressure NOTE: Term „low pressure“ concerns oil pressure lower than specified by the Table of engine operation limits (ref. 72.01.02, Table 1).

CAUTION: ENGINES RUNNING WITH LOW OIL PRESSURE LONGER THAN REQUIRED TO COMPLY WITH FLIGHT MANUAL CAN BE SUBJECTED TO DAMAGE OR SEIZURE OF BEARINGS. IN THIS CASE THE ENGINE MUST BE RETURNED TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL.

(1) In case of low oil pressure proceed in accordance with 79.10.00 ENGINE LUBRICATION SYSTEM, TROUBLESHOOTING - Low oil pressure.

(2) Unusual noises when turning power turbine or gas generator rotors indicate damage of bearings. In this case send the engine to an overhaul facility for inspection. The check for unusual noises carry out in the same way as described in M. Heavy Landing, Para b), c). If no unusual noises occur, run engine at 80 % torque for 10 minutes. Check the magnetic chip detector in the oil tank and the oil filter cartridge and carry out all further checks as described in M. Heavy Landing, Para f). Return engine to an overhaul facility for an inspection if bearing material is found.





5.20.00 Page 7

Jul 1, 2003


P. Aircraft flown through very polluted air

Carry out a Compressor Performance Recovery Wash (ref. 72.03.00 OPERATIONAL ABILITY - Washing the compressor).

R. Fuel in the oil system (1) Replace fuel/oil heat exchanger (ref. Aircraft Maintenance Manual).

(2) Drain oil polluted with fuel from the oil system and proceed as at Oil Brand Change (ref. 79.10.00 ENGINE LUBRICATION SYSTEM).

(3) Check magnetic chip detector in the oil tank and oil filter for metal contamination. The check of magnetic chip detector repeat after 10, 25 and 50 ± 5 flight hours after incident. For oil filter check proceed as presented in M. Heavy Landing, Para f).

(4) Check the tightness of shaft packing rings at LUN 6290.04 fuel pump and LUN 6590.05 FCU.





5.20.00 Page 8 Jul 1, 2003


S. Engine exposed to fire extinguishing agent

If the extinguishing agent from the aircraft was used, during post-flight inspection:

(1) wash the engine with lacquer petroleum

(2) replace the oil charge

(3) manually turn the engine rotors

(4) carry out dry motoring run using the starter/generator

(5) after restarting the compressor should be washed (ref. 72.03.00 OPERATIONAL ABILITY - Washing the compressor)

Presented practices are carried out in case that the engine was not damaged by fire or the interturbine temperature during extinguishing agent ingestion did not exceed the limits presented in Fig. 2, that require engine inspection in the overhaul facility.

If the engine at the ground run was exposed to foam or powder from fire truck, the inspection in the overhaul facility is recommended.

In the case that the engine was at rest, clean the outer surface of the engine including thorough cleaning of the air inlet screen.





5.20.00 Page 9

Jul 1, 2003

Area „A“ - 1. Check the condition of the power source (board storage batteries or ground power source).

NOTE: If the fuel is ignited with delay (due to weak battery) the system of limiters cannot prevent the overtemperature when the accumulated fuel is burning.

2. Check the proper function of the limiter system.

Area „B“ - 1. Put the record of the interturbine temperature and the interval of its exceeding in the „Engine Log Book“.

2. Carry out the checks presented as 1. and 2. for Area „A“.

3. Check whether the instructions for starting given in the „Operation Manual“ were respected.

OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY

Fig. 1

770

780

750

760

730

720

740

305 0 10 15 20 25

ITT [°C] INTERTURBINE TEMPERATURE

RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL

TIME [sec]

NO ACTIONS REQUIRED

AREA „A“

AREA „B“



5.20.00 Page 10 Jul 1, 2003

Area „A“ - 1) Put the record of the ITT and the interval of its exceeding into the „Engine Log

Book“.

2) Check the total time in this area - 200 min during TBO cannot be exceeded.

3) Determine the cause and rectify the failure.

Area „B“ - 1) Enter ITT and time of overtemperature into Engine Log Book.

2) Check total time of overtemperature - it must not exceed 30 min during TBO.

3) Find out the fault and rectify cause of overtemperature.

OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING

(Not applicable for max. contingency rating)

Fig. 2a

TIME [sec]

780

800

740

760

700

720



NO ACTIONS REQUIRED

0 20 40 60 80 100 120

AREA „A“

AREA „B“



5.20.00 Page 11

Jul 1, 2003

Area „A“ - The use of this ITT is allowed solely in the case of one engine inoperative (OEI) flight at the intermediate contingency rating. The time of its use is limited by the time necessary for finishing the flight. Enter the indicated ITT and time of overtemperature in the Engine Log Bock. Total time in this area must not exceed 200 min during TBO.

Area „B“ - The use of this ITT is allowed solely at the maximum contingency power rating to reach the safe altitude when one engine becomes inoperative at take-off or at aborted landing. Enter the indicated ITT and time of overtemperature in the Engine Log Bock. Total time in this area must not exceed 30 min during TBO.

OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING

(Valid for power ratings defined for the event of OEI flight)

Fig. 2b


0 1 2 3 4 5 6 7 8 9 10 11 12

TIME [minutes]

780

790

760

770

740

750


NO ACTIONS REQUIRED

AREA „A“

AREA „B“

730



5.20.00 Page 12 Jul 1, 2003

Area „A“ - Value and time interval of overtorque have to be put in the „Engine Log Book“. Determine the cause and rectify the failure.

NOTE: 100 % torque = 2,570 Nm (1,896 lb.ft)

OVERTORQUE LIMITS

(Valid for each flight)

Fig. 3

103

104

109

108

107

106

105

101

102

99

98

100

6 1 0 2 3 4 5

PROPELLER TORQUE [%]


TIME [minutes]

111

110 AREA „A“

AREA „A“

NO ACTIONS REQUIRED



5.20.00 Page 13

Jul 1, 2003

Propeller speed [rpm]

Measures

up to 2,220 No action required

2,220 to 2,300 Overspeed not longer than 20 sec: Record the rpm in the Engine Log Book. As far as the No. of overspeeds is higher than 10, the engine is to be removed from the airframe and sent to the manufacturer for inspections or repair in accordance with the Overhaul Manual.

Overspeed longer than 20 sec: Ref. to the Propeller Operation Manual

2,300 to 2,400 1) Record the rpm in the Engine Log Book. As far as the No. of overspeeds is higher than 2, the engine is to be removed from the airframe and sent to the manufacturer for inspections or repair in accordance with the Overhaul Manual.

2) Inspect chip detectors and oil filter cartridge for contamination with metal chips. Refer to Section 79.10.00 ENGINE LUBRICATION SYSTEM and 79.30.00 MONITORING INSTRUMENTS.

3) After engine shutdown turn-by propeller manually. Check for symptoms of power turbine blades seizing (unusual noise). This repeat at 10 min and at 20 min after engine shutdown.

4) Record the results of the check (Item 2) in the Engine Log Book.

5) If the propeller can be manually turned in all three checks without any symptoms of seizing, the engine can continue in operation for remaining T.B.O. without any limitation.

6) If in one check of these three checks the power turbine blades are in contact with the turbine stator, the engine must be returned to an overhaul facility for inspection/repair acc. to Overhaul Manual.

above 2,400 Return the engine to overhaul facility for inspection/repair acc. to Overhaul Manual.

PROPELLER OVERSPEED LIMITS

Table 2



5.20.00 Page 14 Jul 1, 2003



72

ENGINE




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003



point

Page

Date

72 „Record of Revisions“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72 „Review of Effective Pages“ 1 Jul 1, 2003 2 Jul 1, 2003 72 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.00.00 1 Jul 1, 2003 2 Jul 1, 2003 72.01.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 72.01.01 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 7 Jul 1, 2003 8 Jul 1, 2003 72.01.02 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 7 Jul 1, 2003 8 Jul 1, 2003 9 Jul 1, 2003 10 Jul 1, 2003 11 Jul 1, 2003 12 Jul 1, 2003 13 Jul 1, 2003 14 Jul 1, 2003 15 Jul 1, 2003 16 Jul 1, 2003


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101 Jul 1, 2003 102 Blank Jul 1, 2003

201 Jul 1, 2003 202 Blank Jul 1, 2003

301 Jul 1, 2003 302 Jul 1, 2003 303 Jul 1, 2003 304 Jul 1, 2003 305 Jul 1, 2003 306 Jul 1, 2003

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Jul 1, 2003

CONTENTS

72.00.00 ENGINE ASSEMBLY, COMPLETE

- General 72.01.00 ENGINE LAYOUT AND ITS FEATURES

- Description and operation 72.01.01 BASIC TECHNICAL DATA

- Description and operation 72.01.02 PERFORMANCE 72.01.03 POWER RATINGS

- Description and operation 72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION

- Description and operation 72.02.00 ENGINE INSTALLATION

- Description and operation - Troubleshooting - Installation and removal

- Inspections after installation - Inspections of the engine instruments fastening - Inspection of electric installation of the engine instruments

- Transportation - Unpacking of the WALTER M601 engine from a metallic transport container - Engine transportation

72.02.01 PREPARATION FOR THE FIRST ENGINE STARTING - Procedure

72.03.00 OPERATIONAL ABILITY - Description and operation - Troubleshooting - Engine preheating - Basic operations - Verifying the parameters

- Engine test program - Engine turning

- Turning the generator rotor - Turning the power turbine rotor

- Washing the compressor - Storing of the engine

- Engine de-preservation - Installed engine preservation - Engine preservation for a period up to 30 days - Engine preservation for a period of 30 days to 3 months - Engine preservation before its removal from the airframe - Preservation of the fuel control system - De-aerating device installation

72.03.01 TOOLS - Description and operation



72.00.00 Page 1

Jul 1, 2003

E N G I N E A S S E M B L Y , C O M P L E T E

GENERAL

The contents of the maintenance manual is divided so that the Section 72 is aimed at the description and service technology of individual engine parts as individual assemblies which are not supposed to be dismantled during operation. The following sections 73 to 82 contain the description and service technology of other engine parts that are of vital importance for engine operation; but they are situated outside the engine or, at least, they are accessible from outside. These parts can be replaced and form, in fact, an accessory of the engine.

However, as it is necessary to include in the manual the data and information of general nature on the engine as a whole, i.e. not only on the engine proper but also on the parts described in other sections of the manual, an additional section entitled „ENGINE PROPER“ under the designation 72.09 and „ENGINE ASSEMBLY, COMPLETE“ under the designation 72.00 within the possibilities have been included into the classification of the contents of the manual.

Hence, subsection „ENGINE ASSEMBLY, COMPLETE“ represents an introductory part of section 72 which provides a total survey of information, data and procedures relating to the engine consisting not only of units included in section 72 but also of parts described in other sections of the manual.

For a better orientation a diagram of engine parts included under the heading „ENGINE ASSEMBLY, COMPLETE“ is shown in Fig. 1. The method of classification used and consequences arising there from are explained in the diagram shown in the „INTRODUCTION“ to the manual.

Section „ENGINE ASSEMBLY, COMPLETE“ includes:

- information on the engine layout and its properties including a detailed review of the main technical data; data on the engine performance and description of power ratings and of devices necessary for operation;

- data on the engine installation including general description; procedure of engine installation and removal; inspections required after installation; engine transportation; arrangements to be carried out before the first starting;

- description of procedures which are necessary for ensuring the engine serviceability, i.e. compressor washing, engine storing, as well as description of tools and basic service procedures in general, including the methods of verifying engine parameters and checking the rotation of rotors.



72.00.00 Page 2 Jul 1, 2003

Legend:

72.09 - ENGINE PROPER 78 - EXHAUST SYSTEM

73 - FUEL CONTROL UNIT 79 - OIL SYSTEM

75 - AIR BLEEDS 80 - STARTING

76 - CONTROLS 82 - WATER INJECTION

77 - INSTRUMENTS FOR MONITORING

DIAGRAM OF THE ENGINE ASSEMBLY, COMPLETE

Fig. 1



72.01.00 Page 1

Jul 1, 2003

E N G I N E L A Y O U T A N D I T S F E A T U R E S

DESCRIPTION AND OPERATION

All models of the WALTER M601 turboprop engine are of two shaft tandem layout with free

power turbine and a reverse flow configuration. The engine is composed of two basic

assemblies - a gas generator and a power module.

The gas generator consists of an inlet channel, combined compressor (two axial and one

centrifugal stages), annular combustion chamber with centrifugal fuel injection, single stage

high-pressure turbine, accessory drive box including fuel control unit, starter-generator, gas-

generator speed transmitter and airframe instruments drives.

The power module is composed by a single-stage power turbine, reduction gear-box, an

exhaust channel with exhaust bends and a containment ring.

The reduction gear-box is equipped with the speed transmitter and propeller control unit

drives. The pressure oil to individual parts of the propeller unit is supplied from the reduction

gear-box as well.

The engine fuel control system is of a low-pressure gear pump type.

The engine oil system is of circulation pressure type; gear pumps and an integral oil tank are

located in the accessory drive box.

The engine is equipped with a water spray ring facing the compressor inlet as well as by an

engine parameter limiter system that ensures the engine parameters limiting that they

exceed the permitted value.

The engine starting is ensured by a starter-generator and a semiconductor low-voltage

ignition unit.

The engine is mounted to the airframe engine bed by means of three elastically supported

pins located in one attachment plane on the centrifugal compressor casing.

Water injection during take-off provides sufficient power even under higher ambient

temperature.



72.01.00 Page 2 Jul 1, 2003

Should one of the engines fail during take-off, this can be continued at the maximum

contingency rating and the flight can be finished at an intermediate contingency rating with

one engine inoperative.

The WALTER M601E/M601E-21 turboprop engine, equipped with the VJ 8.510 propeller unit

furnished with the automatic feathering, together with the flight nacelle including corresponding

installations, form the power unit for the L 410 UVP-E airplane.

The WALTER M601E-21 engine model differs from the WALTER M601E model by

installation of the exhaust duct with lower pressure loss and by different thermodynamic

adjustment of the compressor and both turbine stages. This enables better engine

performance at standard atmospheric conditions. The engine shaft power can be kept

constant (flat rated) up to higher ambient temperature (or lower pressure) without exceeding

operation limits for ITT, nG and torque. These limits are the same for both WALTER

M601E/M601E-21 engine models (ref. tables and diagrams in 72.01.02).

An important change concerning airframe installation consists in the equipment of the engine

with certain parts of the airframe installation to provide for faster installation/removal of the

engine. These are integral baffles; a complete bundle of wires; a fire extinguishing installation

with fire detectors, a system of drains and an installation for air bleed from the compressor.

In addition, it is equipped with an alternator drive.

Engine essential technical data, its performance and description of ratings, actuating and

monitoring devices are included in subsequent sections.



72.01.00 Page 3

Jul 1, 2003

ENGINE - L.H. SIDE VIEW

Fig. 1



72.01.00 Page 4 Jul 1, 2003

ENGINE - R.H. SIDE VIEW

Fig. 2



72.01.00 Page 5

Jul 1, 2003

ENGINE - FRONT VIEW

Fig. 3



72.01.00 Page 6 Jul 1, 2003

ENGINE - REAR VIEW

Fig. 4



72.01.01 Page 1

Jul 1, 2003

B A S I C T E C H N I C A L D A T A


1. ENGINE ASSEMBLY, COMPLETE

Engines designation: WALTER M601E, WALTER M601E-21

Engine type: Free power turbine turboprop; reverse flow configuration

Propeller unit: VJ 8.510

Application: L 410 UVP-E aircraft

Dimensions according to the installation drawing:

length: 1,675 mm

width (irrespective to exhaust bends) 590 mm

height: 650 mm

Moment of inertia: Iy = Iz = 380 kp.cm.sec2

Mass: 203 ± 2 % kg

The following equipment has not been included in the above mass (although some devices are mounted on the engine): - elastically supported mounting brackets

- engine mounting ring

- exhaust bends

- integrated electronic limiter unit

- propeller unit devices:

propeller control unit, electro-hydraulic actuator, propeller blades de-icing collector, alternator

- piston (hydraulic) pump for control of hydraulic aircraft systems

- engine nacelle mounts



72.01.01 Page 2 Jul 1, 2003

Mass of the following devices is included in that one of the engine: Integrated speed transmitters (gas generator and propeller)

Dual ignition unit Interturbine temperature thermocouple harness Starter-generator Fuel pump Fuel control unit Fuel pressure transmitter Oil pressure transmitter Oil temperature transmitter Torquemeter transmitter Pressure switch of propeller automatic feathering system Min. oil pressure switch Torque limiter pressure switch Min. oil quantity signaller Metal chip detectors with electric signalling

Rotor speed and sense of rotation: - gas generator rotor: 100 % = 36,660 r.p.m. counterclockwise *) - power turbine rotor: 100 % = 31,023 r.p.m. counterclockwise *) - propeller shaft flange: 100 % = 2,080 r.p.m. clockwise *)

*) flight direction view Torque: 100 % = 2,570 N.m Interturbine temperature as indicated on the board indicator: max. 735 °C Speed, torque and interturbine temperature limits: See the Operation Manual (Manual Part No. 0982404) Power and specific fuel consumption for individual ratings are given in: 72.01.02 Engine vibrations: Measured on the gas generator 5 mm/sec,

on the power turbine 10 mm/sec; in both cases at the frequency of rotation.

Operational substances: See the Operation Manual (Manual Part No. 0982404)



72.01.01 Page 3

Jul 1, 2003

Resistance to climatic conditions:

area: U - on continent, irrespective to climate

location category: 2 - shelter or open area

7 - seaside and the area with strong industrial air contamination

Engine installation in the airframe: By means of three elastically supported pins in mounts on the centrifugal compressor housing

Propeller drive: Collar centered flange joint and torque taking pins

Airframe accessory drives:

LUN 6102-8 control piston pump 7,238 r.p.m.

spare drive (used also for manual rotor turning) 4,200 r.p.m.

Engine centre of gravity: 86 ± 7 mm from the plane of engine mounts towards the reduction gearbox

2. ENGINE PROPER

REDUCTION GEARBOX

Type: pseudoplanetary, two-stage, three-countershaft type

Gear ratio: i = 0.06705

Efficiency: 97,5 %

Sense of rotation: changes the sense of rotation

Oil flow rate: 9.7 to 10.5 l/min

Torquemeter: Hydraulic type; countershaft thrust balancing system

Torquemeter oil pump


Oil pump type: gear, two-stage

1st stage - pressure stage

2nd stage - returns oil from the power turbine roller bearing

Pressure oil pump flow rate 4.5 to 6.5 l/min

Power turbine speed transmitter drive 4,220 r.p.m.

Propeller control unit drive 4,220 r.p.m.



72.01.01 Page 4 Jul 1, 2003

COMPRESSOR INLET

Number of the inlet guide vanes: 11

COMPRESSOR

Type: Combined: 2 axial stages 1 radial stage

Air mass flow: 3.60 kg/sec

Pressure ratio: 6.65

No. of blades:

1st stage rotor 19

1st stage stator 28

2nd stage rotor 23

2nd stage stator 28

Centrifugal compressor rotor 15 main vanes 15 splitter vanes

No. of diffuser vanes 25

No. of straightening vanes 75

Air bleed for the airframe use: see Item 4 in Section 72.01.01

COMBUSTION CHAMBER

Type: Annular

Fuel injection: centrifugal-by a fuel spray ring

TURBINES

Gas generator turbine:

No. of blades: - stator 23

- rotor 55

Power turbine:

No. of blades: - stator 19

- rotor 28 pairs

Temperature at the gas generator turbine inlet 1,230 K (calculated)

Cooling of guide vanes

and disks of both turbines: By air



72.01.01 Page 5

Jul 1, 2003

ACCESSORY DRIVE BOX

Drive: by an quill-shaft engaging the splines of the compressor shaft

Gear ratio of engine devices:

Starter-generator i = 0.28986

Fuel pump i = 0.11966

Fuel control unit i = 0.12238

Gas generator speed transmitter i = 0.11457

Control piston pump

(hydraulic pump) i = 0.19744

Alternator drive i = 0.27631

Oil tank: Integral with the drive box

Pressure pump: Gear pump, single-stage


Range of lubricating oil pressure: See the Operation Manual (Manual Part No. 0982404)

Reduction valve: Spring-loaded with discharge to the tank

Scavenge pump: Gear pump, three-stages


Oil filter: Gauze type

gauze surface 1,000 sq.cm

filterability 31.5 µm

pressure loss max. 20 kPa

De-aerator: Centrifugal

Method of lubrication: Oil injected by a nozzle to the toothed wheel mesh

OUTLET CHANNEL

Outlet plenum: Outlet plenum chamber with two exhaust bends



72.01.01 Page 6 Jul 1, 2003

3. FUEL SYSTEM

Fuel system: Low-pressure, incorporating a gear pump and centrifugal governor

Fuel pump: LUN 6290.04-8

Fuel control unit: LUN 6590.05-8

Fuel pressure at the pump inlet: 0.07 to 0.3 MPa absolute

Fuel pressure at the starting nozzle inlet: 0.14 to 0.16 MPa

Fuel pressure at the fuel distributor inlet: max. 1.2 MPa

4. AIR BLEED

Air bleed The air supplied to the airframe is bled from the centrifugal compressor. GVMAX = 62 g/sec (0.136 lb/sec) at HP = 4,200 m (13,780 ft), VTAS = 400 km/hr (216 kt) at tH ≤ -10 oC (14 oF) and at counterpressure of max. 140 kPa - abs (20.3 psia). At take-off rating the air bleed is limited to GVMAX = 25 g/sec (0.055 lb/sec) for de-icing purposes only.

5. CONTROLS Speed control at all power ratings using mechanical actuation (combined with system of limiters and automatic feathering)

6. MONITORING INSTRUMENTS DELIVERED WITH THE ENGINE

1) Torque indicator LUN 1539.02-8

2) Torquemeter pressure transmitter LUN 1540.02-8

3) Compound transmitters of generator and propeller speed LUN 1333.12-8

4) Interturbine temperature transmitter LUN 1377-8

5) Oil temperature electrical resistance transmitter LUN 1358-8

6) Fuel pressure transmitter LUN 1559-8/LUN 1559.01-8

7) Oil pressure transmitter LUN 1558-8/LUN 1558.01-8

8) Pressure switch 1.25 K LUN 1469.32-8



72.01.01 Page 7

Jul 1, 2003

9) Integral electronic limiter unit LUN 5260.04

10) Pressure switch for automatic propeller feathering LUN 3280-8

11) Low oil level signaller LUN 1581-8

7. EXHAUST SYSTEM

Gas outlet: 2 bends directing the gas stream

8. OIL SYSTEM

Oil system: Circulation type, incorporating integral oil tank

Engine oil flow rate: min. 25 l/min

at: 100 % generator speed, pressure 0.25 MPa, temperature 80 °C

Pressure pump oil flow rate: min. 39 l/min

at: 100 % generator speed, pressure 0.25 MPa, temperature 80 °C

Scavenge pump oil flow rate: 1st stage

min. 11 l/min

2nd stage

min. 10 l/min

3rd stage

min. 50 l/min

at: 100 % generator speed, pressure max. 0.1 MPa, temperature 80 °C

Oil consumption:

operational: max. 0.1 l/hr

at zero or negative flight load factor after 10 sec flight period max. 0.5 l/hr

Oil charge

in the tank: min. 5.5 l

max. 7 l

in the oil system (total amount of oil) approx. 11 l



72.01.01 Page 8 Jul 1, 2003

Oil reserve for feathering (cannot be used for lubrication): min. 2 l

Oil temperature in the tank:

at engine starting min. -20 °C

at engine acceleration min. +20 °C

operational max. 85 °C

Oil cooler: Honeycomb type incorporating a by-pass thermostatic valve (airframe installation accessories)

The engine oil system is also connected to the propeller accessories (including the control unit, the feathering pump and the automatic feathering device)

9. STARTING

Electric ignition system: Low -voltage, double-acting

Ignition coil: 2 coils LUN 2201.03-8 or 1 UNISON exciter box

Ignition plug: 2 plugs

Fuel ignition: 2 torch ignitors with whirl chamber

Starting fuel valve: electromagnetic

Starter-generator LUN 2132.02-8

10. WATER INJECTION

Pressure: 1st stage 0.075 MPa

2nd stage 0.26 MPa

3rd stage 0.46 MPa

Period of injection: max. 5 min

Water injection stage setting: Ref. Diagram 2-2, Operation Manual (Manual Part No. 0982404) with respect to the ambient temperature and pressure.



72.01.02 Page 1

Jul 1, 2003

P E R F O R M A N C E

Table 1: ENGINE POWER RATINGS

V = 0 km/hr (0 kt), no installation losses

Fig. 1: PERFORMANCE DIAGRAM Shaft power versus gas generator speed and propeller speed at standard sea level conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K Without influence of airframe installation, without instruments loading, without air bleed at the compressor outlet and without water injection.

Fig. 2: SHAFT POWER AT WATER INJECTION Engine power at take-off rating - variation with atmospheric temperature and water injection stages at V = 0 km/hr. Installation losses included.

Fig. 3: TAKE-OFF RATING - SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED

Fig. 4: TAKE-OFF RATING - NET JET THRUST, INTERTURBINE TEMPERATURE

Fig. 5: MAX. CONTINUOUS RATING - SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED

Fig. 6: MAX. CONTINUOUS RATING - NET JET THRUST, INTERTURBINE TEMPERATURE

Table 2: Table of WALTER M601E/E-21 Engine Operation Limits



72.01.02 Page 2 Jul 1, 2003

rating

shaft power

equivalent shaft power

ESFC max. gas generator

speed

propeller speed

torque max. interturbine temperature

[kW] [SHP]

[kW] [ESHP]

[g/kW/hr] [lb/ESHP/hr]

GT [%]

[rpm] [N.m] [lb.ft]

[°C]

take-off (5 min) 15 °C (59.0 °F)

560

751

595

798

395

0.6493 98.6 2080

2570

1895 710

sea level static 23 °C (73.4 °F)

560

751

595

798 - 100 2080

2570

1895 735

max. continuous 15 °C (59 °F)

490

657

521

699

410

0.674 96.5 1800 to

2080

2570

1895 680


490

657

521

699 - 97 1800 to

2080

2570

1895 690

take-off with water injection 300 l/hr (79 US gal/hr) (5 min) 97.325 kPa (14.12 psi) 33 °C (91.4 °F)

560

751

595

751

-

100

2080

2570

1895

735

intermediate contingency sea level static 28 °C (82.4 °F)

560

751

595

798 - 100.5 2080 2570

1895 760

maximum contingency (10 min) 97.325 kPa (14.12 psi) 28 °C (82.4 °F)

595

798

630

845 -

102

2080

2737

2019

780

NOTE: gas generator speed 100 % = 36,660 rpm

2,080 propeller rpm = 31,023 power turbine rpm

ENGINE POWER RATINGS ACCORDING TO JAR

V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES

WALTER M601E

Table 1



72.01.02 Page 3

Jul 1, 2003

rating

shaft power



speed

propeller speed


[kW] [SHP]

[kW] [ESHP]


GT [%]

[rpm] [N.m] [lb.ft]

[°C]

take-off (5 min) 15 °C (59.0 °F)

560

751

595

798

395

0.6493 98.6 2080

2570

1895 710


560

751

595

798 - 100 2080

2570

1895 735

climb and max. cruise 15 °C (59 °F)

490

657

521

699

410

0.674 96.5 1800 to

2080

2570

1895 680


490

657

521

699 - 97 1800 to

2080

2570

1895 690

take-off with water injection 300 l/hr (79 US gal/hr) (5 min) 97.325 kPa (14.12 psi) 33 °C (91.4 °F)

560

751

595

751

-

100

2080

2570

1895

735

max. continuous sea level static 28 °C (82.4 °F)

560

751

595

798 - 100.5 2080 2570

1895 760

max. take-off (5 min) 97.325 kPa (14.12 psi) 28 °C (82.4 °F)

595

798

630

845 -

102

2080

2737

2019

780



ENGINE POWER RATINGS ACCORDING TO FAR


WALTER M601E Table 1



72.01.02 Page 4 Jul 1, 2003

rating

shaft power



speed

propeller speed


[kW] [SHP]

[kW] [ESHP]


GT [%]

[rpm] [N.m] [lb.ft]

[°C]

take-off (5 min) 15 °C (59.0 °F)

560

751

595

798

389

0.64 98.1 2080

2570

1895 690


560

751

595

798 - 100 2080

2570

1895 735

max. continuous 15 °C (59 °F)

490

657

521

699

405.9

0.667 96.2 1800 to

2080

2570

1895 660


490

657

521

699 - 97 1800 to

2080

2570

1895 690

take-off with water injection 300 l/hr (79 US gal/hr) (5 min) sea level static 42 °C (107.6 °F)

560

751

595

751

-

100

2080

2570

1895

735

intermediate contingency sea level static 32 °C (90 °F)

560

751

595

798 - 100.5 2080 2570

1895 760

maximum contingency (10 min) 97.325 kPa (14.12 psi) 31.5 °C (88.7 °F)

595

798

630

845 -

102

2080

2737

2019

780



ENGINE POWER RATINGS ACCORDING TO JAR


WALTER M601E-21

Table 1



72.01.02 Page 5

Jul 1, 2003

rating

shaft power



speed

propeller speed


[kW] [SHP]

[kW] [ESHP]


GT [%]

[rpm] [N.m] [lb.ft]

[°C]

take-off (5 min) 15 °C (59.0 °F)

560

751

595

798

389

0.64 98.1 2080

2570

1895 690


560

751

595

798 - 100 2080

2570

1895 735

climb and max. cruise 15 °C (59 °F)

490

657

521

699

405.9

0.667 96.2 1800 to

2080

2570

1895 660


490

657

521

699 - 97 1800 to

2080

2570

1895 690

take-off with water injection 300 l/hr (79 US gal/hr) (5 min) sea level static 42 °C (107.6 °F)

560

751

595

751

-

100

2080

2570

1895

735

max. continuous sea level static 32 °C (90 °F)

560

751

595

798 - 100.5 2080 2570

1895 760

max. take-off (5 min) 97.325 kPa (14.12 psi) 31.5 °C (88.7 °F)

595

798

630

845 -

102

2080

2737

2019

780



ENGINE POWER RATINGS ACCORDING TO FAR


WALTER M601E-21

Table 1



72.01.02 Page 6 Jul 1, 2003

PERFORMANCE DIAGRAM Shaft power versus gas generator speed and propeller speed

at standard sea level conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K Without influence of airframe installation, without instruments loading, without air bleed

at the compressor outlet and without water injection. WALTER M601E

Fig. 1

0

50

100

150

200

250

300

350

400

450

500

550

600

650

400 600 800 1000 1200 1400 1600 1800 2000 2200 2400

nVR [rpm]

NR

[kW]

6560

70

75

nGR [%]

82

84

86

88

90

92

95

97

94

96

98

98.699

100

80

MK = 2570 Nm

nVMAX = 2080 rpm

[%]T

288nn

]rpm[T

288nn

]kW[T

288p

325.101NN

1GGR

1VVR

10R

×=

×=

××=



72.01.02 Page 7

Jul 1, 2003

0

50

100

150

200

250

300

350

400

450

500

550

600

650

400 600 800 1000 1200 1400 1600 1800 2000 2200 2400

nVR [1/min]

NR

[kW]

6560

70

75

nGR [%]

82

84

86

88

90

92

95

97

94

96

98

98,1

99

100

80

MK = 2570 Nm

nVMAX = 2080 1/min

[% ]T

288nn

m in]/1[T

288nn

]kW[T

288

p

325,101NN

1GGR

1VVR

10R

×=

×=

××=

PERFORMANCE DIAGRAM Shaft power versus gas generator speed and propeller speed at standard sea level

conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K Without influence of airframe installation, without instruments loading, without air bleed

at the compressor outlet and without water injection. WALTER M601E-21

Fig. 1



72.01.02 Page 8 Jul 1, 2003

350

400

450

500

550

600

650

700

10 15 20 25 30 35 40 45

SHAFT POWER AT WATER INJECTION Engine power at take-off rating - variation with atmospheric temperature and degree of water injection at V = 0 km/hr. Installation losses included.

WALTER M601E Fig. 2

Maximum available engine power Actual power can be estimated

multiplying by p0/101.325

H0

101,325N .p

t0 [°C]

[kW]

Ist DEGREE

nG = 100 [%]

IInd DEGREE

IIIrd DEGREE

ITT = 735 °C

ITT = 735 °C = const.



72.01.02 Page 9

Jul 1, 2003

400

450

500

550

600

650

700

750

10 15 20 25 30 35 40 45

SHAFT POWER AT WATER INJECTION

Engine power at take-off rating - variation with atmospheric temperature and degree of water injection at V = 0 km/hr. Installation losses included.

WALTER M601E-21 Fig. 2

Maximum available engine power Actual power can be estimated multiplying by p0/101.325

H0

101,325N .p

t0 [°C]

[kW]

nG = 100 [%]

Ist DEGREE

IInd DEGREE

IIIrd DEGREE



72.01.02 Page 10 Jul 1, 2003

TAKE-OFF RATING

SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED. NO INSTALLATION LOSSES - ISA CONDITIONS.

WALTER M601E

Fig. 3

[kg/hr]

km/hr

km/hr

km/hr



72.01.02 Page 11

Jul 1, 2003

TAKE-OFF RATING

SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED. NO INSTALLATION LOSSES - ISA CONDITIONS.

WALTER M601E-21

Fig. 3

km/hr

[kg/hr]

km/hr

km/hr



72.01.02 Page 12 Jul 1, 2003

TAKE-OFF RATING

NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS.

WALTER M601E

Fig. 4

km/h

km/hr

ITTITT [oC]



72.01.02 Page 13

Jul 1, 2003

TAKE-OFF RATING

NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS.

WALTER M601E-21

Fig. 4

km/hr

ITT

km/hr

ITT [oC]



72.01.02 Page 14 Jul 1, 2003

MAX. CONTINUOUS RATING ACCORDING TO JAR

CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.

NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E

Fig. 5

km/hr

[kg/hr]

km/hr

km/hr



72.01.02 Page 15

Jul 1, 2003


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.

NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E-21

Fig. 5

km/hr

km/hr

km/hr

[kg/hr]



72.01.02 Page 16 Jul 1, 2003


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR NET JET THRUST, INTERTURBINE TEMPERATURE.

NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E

Fig. 6

km/hr

ITT

ITT [oC]

km/hr



72.01.02 Page 17

Jul 1, 2003


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR NET JET THRUST, INTERTURBINE TEMPERATURE.

NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E-21

Fig. 6

km/hr

ITT [oC]

ITT

km/hr



72.01.02 Page 18 Jul 1, 2003



Table 2 72.01.02 Pages 19/20

Jul 1, 2003

TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO JAR

Power rating

Shaft power

Interturbine temperature max. ITT

Gas generator speed nG %

Propeller speed

nv

Torque Mk (TQ) %

Time of ECL displacement

Oil

Power rating

Ambient

temperature NOTE kW

(SHP) °C

100 % = 36660 rpm rpm 100 % = 2570 Nm

(1896 lb.ft) sec Temperature

°C Pressure

MPa time limit °C (°F)

External power source; ISA alt. of up to 4 km (13123 ft) 700 minimum speed For ambient air

temperature In case of interrupted starting at higher ambient temperature (in altitudes above 2.5 km (8202 ft))

Starting Storage battery; ISA altitude of up to 4 km (13123 ft)

730 when starter is

switched on minimum

-20 below

0 °C (+32 °F) 45 sec due to ITT exceeding start the engine using the emergency circuit.

In-flight (starter + autorotation) 730

18

max. 0.35

Ground idle 550 60 + 3 With increasing flight altitude the idling speed

increases automatically.

Flight 1)

For ISA altitude of 0 to 1 km (0 to 3280 ft)

70 min. 0.12

idle For ISA altitude of 1 to 4 km (3280 to 13123 ft) 75 unlimited

0.8 Max. continuous 690 max. 94 1900

Max. continuous 490

(657) 690 max. 97 max. 2080 +20 to +85

Take-off 560

(751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min -50 to +50

(-58 to +122)At take-off short-time torque increase up to 106 % is acceptable.

Take-off with water injection 2) 560

(751) 735 max. 100 2080 0.18 to 0.27 5 min

Maximum contingency 595

(798) 780 max. 102 2080 max. 106.5 +20 to +95

10 min Both ratings are exclusively defined for the event of

one engine inoperative (OEI) flight.

Intermediate contingency 560

(751) 760 max. 100 2080 max. 100 3) Application of both ratings is described in the Operation Manual in section Emergency Procedures.

Acceleration


735

max. overshoot 101

not more than

overshoot max. 2140

max.

overshoot

min. 1

+20 to +85

at oil temperature lower than

Acceleration period from flight idle up to 95 % of take-off power is max. 5 sec when displacing ECL in 1 sec. Steady run within max. 6 sec.

For ISA altitude above 4 km (13123 ft)

3 peaks until getting steady

at balked landing

106 min. 6

+55 °C max. 0.3

When the emergency circuit is on

max. 2200 min. 6

BETA Control (on ground only)

710 max. 97 max. 1900 max. 100 min. 0.12

at nG ≥ 80 %

1 min

At ambient conditions different from ISA H = 0 km (0 ft), V =0 km/hr (0 kt), the gas generator speed and the shaft power are controlled for fuel flow rate constant.

Maximal values when emergency circuit is on

560 (751) 710 max. 99 max. 2080 max. 100

0.18 to 0.27 2 hrs

Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); full operational ability in severe ice-forming conditions.

Run-down: Minimum run-down from idle speed is 18 sec. Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage

through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque can occur.

Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum).

WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 % THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.

1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground. 2) Refer to Operation Manual (Manual Part No. 0982404).



Table 2 72.01.02 Pages 19/20

Jul 1, 2003

Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. Inlet fuel temperature: max. +60 oC (max. +140 oF).

3) Time necessary for finishing of the flight.



Table 2 72.01.02 Pages 21/22

Jul 1, 2003

TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO FAR

Power rating

Shaft power

Interturbine temperature max. ITT

Gas generator speed nG %

Propeller speed

nv

Torque Mk (TQ) %

Time of ECL displacement

Oil

Power rating

Ambient

temperature NOTE kW

(SHP) °C

100 % = 36660 rpm rpm 100 % = 2570 Nm

(1896 lb.ft) sec Temperature

°C Pressure

MPa time limit °C (°F)

External power source; ISA alt. of up to 4 km (13123 ft) 700 minimum speed For ambient air

temperature In case of interrupted starting at higher ambient temperature (in altitudes above 2.5 km (8202 ft))

Starting Storage battery; ISA altitude of up to 4 km (13123 ft)

730 when starter is

switched on minimum

-20 below

0 °C (+32 °F) 45 sec due to ITT exceeding start the engine using the emergency circuit.

In-flight (starter + autorotation) 730

18

max. 0.35

Ground idle 550 60 + 3 With increasing flight altitude the idling speed

increases automatically.

Flight 1)


70 min. 0.12

idle For ISA altitude of 1 to 4 km (3280 to 13123 ft) 75 unlimited

0.8 Climb and max. cruise 690 max. 94 1900

Climb and max. cruise 490

(657) 690 max. 97 max. 2080 +20 to +85

Take-off 560

(751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min -50 to +50

(-58 to +122)At take-off short-time torque increase up to 106 % is acceptable.

Take-off with water injection 2) 560

(751) 735 max. 100 2080 0.18 to 0.27 5 min

Max. take-off 595

(798) 780 max. 102 2080 max. 106.5 +20 to +95

5 min Both ratings are exclusively defined for the event of

one engine inoperative (OEI) flight.

Max. continuos 560

(751) 760 max. 100 2080 max. 100 3) Application of both ratings is described in the Operation Manual in section Emergency Procedures.

Acceleration


735

max. overshoot 101

not more than

overshoot max. 2140

max.

overshoot

min. 1

+20 to +85

at oil temperature lower than

Acceleration period from flight idle up to 95 % of take-off power is max. 5 sec when displacing ECL in 1 sec. Steady run within max. 6 sec.

For ISA altitude above 4 km (13123 ft)

3 peaks until getting steady

at balked landing

106 min. 6

+55 °C max. 0.3

When the emergency circuit is on

max. 2200 min. 6

BETA Control (on ground only)

710 max. 97 max. 1900 max. 100 min. 0.12

at nG ≥ 80 %

1 min

At ambient conditions different from ISA H = 0 km (0 ft), V =0 km/hr (0 kt), the gas generator speed and the shaft power are controlled for fuel flow rate constant.

Maximal values when emergency circuit is on

560 (751) 710 max. 99 max. 2080 max. 100

0.18 to 0.27 2 hrs

Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); full operational ability in severe ice-forming conditions.

Run-down: Minimum run-down from idle speed is 18 sec. Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage

through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque can occur.

Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum).

WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 % THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.

1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground. 2) Refer to Operation Manual (Manual Part No. 0982404).



Table 2 72.01.02 Pages 21/22

Jul 1, 2003

Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. Inlet fuel temperature: max. +60 oC (max. +140 oF).

3) Time necessary for finishing of the flight.



72.01.03 Page 1

Jul 1, 2003

P O W E R R A T I N G S


1. Take-off rating

- used at take-off, discontinued approach or balked landing.

1.1 Take-off rating with water injection

- for achieving take-off power at higher ambient temperatures.

1.2 Max. contingency rating in accordance with JAR, Max. take-off rating in accordance with FAR

- for use at one-engine failure at take-off.

2. Intermediate contingency rating in accordance with JAR, Max. continuous rating in accordance with FAR

- for use at one-engine inoperative during the flight.

3. Maximum continuous rating in accordance with JAR, Climb and max. cruise rating in accordance with FAR

- max. admissible rating for normal climbing and horizontal flight.

3.1 0.8 of max continuous rating in accordance with JAR, 0.8 of Climb and max. cruise rating in accordance with FAR

- continuous rating for normal, economical horizontal flight.

4. Flight idle (acceleration datum conditions)

- from this rating 95 % of take-off power can be achieved within 5 seconds.

5. Ground idling

- the lowest rating at engine operation; this is determined by position of the engine control lever in the cockpit when it fits to the stop - and by proper adjustment of the fuel control unit as well.

6. Reverse thrust rating

- as soon as the “IDLING“ stop has been disengaged and the engine control lever moved into the “REVERSE“ position, partial or full reverse power can be achieved.



72.01.03 Page 2 Jul 1, 2003



72.01.04 Page 1

Jul 1, 2003

E N G I N E A N D A I R F R A M E E Q U I P M E N T E N S U R I N G E N G I N E O P E R A T I O N


1. Engine control lever

Designed for smooth control of performance from ground level idling to take-off power. By overcoming the increased resistance to further motion of the lever, the maximum contingency rating can be achieved. When moved beyond the idle-run stop, it serves for propeller control in the range of small positive pitch with power corresponding to the idle rating and, when moved beyond that point, for power control at reverse thrust rating.

2. Propeller control lever

Serves for smooth setting of propeller speed and for propeller blades feathering.

3. Fuel shut-off valve actuating lever

closes or opens fuel supply to the engine and enables manual engine power control with EC (emergency circuit) on. Further the fuel shut-off valve in its closed position allows the fuel manifold drainage.

4. Fire cock actuating lever

This opens or cuts off the fuel supply to the engine fuel system.

5. Interturbine temperature (ITT) indicator

It indicates the temperature measured by a set of 9 parallel connected thermocouples.

6. Indicator of fuel pressure at fuel nozzles inlet

Fuel pressure at fuel nozzles inlet is indicated.

7. Oil temperature indicator

Oil temperature in the oil tank is indicated.

8. Oil pressure indicator

Oil pressure at pressure pump outlet is indicated.

9. Generator speed nG indicator

Generator speed is indicated.



72.01.04 Page 2 Jul 1, 2003

10. Propeller speed indicator nV

Propeller speed is indicated.

11. Torque indicator Mk

Propeller shaft torque is indicated. Shaft power in engine operation can be so estimated.

12. Starting push-button

It actuates the engine starter, the ignition system and the starting fuel valve - irrespective of conditions of starting: whether on the ground or airborne.

13. Push-botton for engine rotation

Only the engine starter is actuated.

14. Ignition system check switch

In use for checking the ignition system.

15. EC (emergency circuit) switch

If it is switched on, the emergency circuit of the fuel control unit is put in operation and simultaneously, the control activity of the fuel control unit, including that one of the system of limiters, is ruled out. The engine run with the EC switched on is controlled manually by means of the shut-off valve control lever.

16. Limiters check push-button.

Used for check of limiters at low level of intervention.

17. System of limiters of critical parameters

Inadmissible values of critical parameters are decreased by reducing the fuel supply to the engine. This is carried out on the basis of signals transmitted from the transmitters of generator speed, propeller speed, torque and interturbine temperature. It also limits the peak of interturbine temperature and its gradient during engine starting.

18. Propeller speed governor

Propeller speed is controlled in the range as demanded.



72.01.04 Page 3

Jul 1, 2003

19. Starting switch

This is the master switch for electric power supply to the starting unit (located on the aircraft ceiling panel).

20. Signalling panel

Minimum fuel pressure, minimum oil pressure, integrated electronic limiter unit out of operation, emergency circuit switching on, propeller blades pitch below minimum flight angle („BETA“ control), intervention of the integrated electronic limiter unit if some limit value of parameters has been exceeded, feathering pump operation, nacelle anti-icing flaps operation etc., are signalled.

21. Valve for setting the water injection degree

A device for setting the desired flow of water in advance.

22. Water injection push-button

It actuates the electric circuit for the water injection.

23. Pressure switch of the automatic feathering circuit

Switch of the airframe electric circuit for propeller feathering circuit.

24. Microswitch on the engine control lever

Switch of the electric circuit for automatic feathering. It also controls the electric circuit for water injection.

25. Electro-hydraulic actuator of automatic feathering

As soon as an electric signal for feathering has been transmitted, it provides for setting the propeller blades into feathering position.

26. Other signalling lamps (outside the signalling panel)

Signalling lamps of water injection and automatic feathering operation.



72.01.04 Page 4 Jul 1, 2003



72.02.00 Page 1

Jul 1, 2003

E N G I N E I N S T A L L A T I O N


The engine in the aircraft is mounted in an engine nacelle. Air flows to the compressor inlet

through a channel in the nacelle lower part. The engine location in the nacelle, its mounting

to the airframe and the system of air ducts inside the engine cowls is shown in subsection

72.02.00, Fig. 1.

Detailed information on engine installation into the airframe is presented in the „Installation

Manual“ (Manual Part No. 0982502).

As it can be seen in the diagram

- the reverse flow lay-out of the engine calls for a non-typical arrangement of engine cowls in

order to prevent exhaust gas from entry to the compressor inlet;

- the air passes to the compressor inlet through the space between the front and rear air

baffles. These baffles separate the front and rear compartments of the engine nacelle from

the compressor inlet section;

- the ducts in inner compartments of the engine cowls are designed so as to ensure, if

necessary, protection of the compressor inlet and to provide also the airflow to the oil

cooler.

The installation drawings of the WALTER M601E/M601E-21 engine (Sheet 1 to 8), with all

necessary data concerning the engine installation in the airframe are shown in subsection

72.02.00.

A selection of essential data on engine handling before and after mounting in the nacelle is

given in Fig. 2, subsection 72.02.00.

On the evidence of facts given in this figure it follows:

- the engine is hung on the crane by the lifting eyes located on the reduction gear box and on

the accessory drive box:

- there are two air baffles projecting outside the engine. They are made of sheet metal:

therefore can be damaged easily in handling;



72.02.00 Page 2 Jul 1, 2003

- three points for level control are provided on the reduction gearbox flange; another three

points are on the accessory drive box. They can be used for locating the engine in

longitudinal and transversal position as required by the airframe; levelling points on the

engine are painted red;

- the engine is mounted in the nacelle by three pins that are elastically supported in the

rubber blocks of the mounting brackets. These are located on the centrifugal compressor

casing; however, the engine for L410 UVP-E commuter is delivered and transported as

assembled together with the part of engine mountings, the so called mounting ring, by

means of which the engine is attached directly to individual airframe struts;

- the largest assembly to be mounted to the engine after it has been installed in the nacelle is

the propeller; this is mounted on the centering collar fitted with the torque taking pins of the

propeller shaft flange;

- an engine name plate on the left-hand side of the accessory drive box is to be used for

engine identification;

- an engine centre of gravity is situated in front of the engine mounting plane;

- the engine is provided with two drives for airframe needs, i.e. a direct drive for the piston

control pump and a spare drive used for turning of the generator rotor (not shown in the

figure) and for the alternator drive;

- fuel, oil, electric, air and water installation devices are also connected to the engine (not

shown in the figure)

Additionally, the dimensions of the lifting set levers are also shown in Fig. 2. This set is used

to keep the engine in horizontal position after it has been hung on the crane. These

dimensions apply irrespective the engine is hung itself or lifted together with the

transportation stand - see engine transportation. Data contained on the engine name plate

are explained in Fig. 3 (subsection 72.02.00).

See subsection „Installation“ for information on servicing procedures as follows:

- assembling and removal the engine,

- engine checks and inspections during installation,

- engine transportation.

Apart from that, a separate subsection presents a description of the engine preparation for

the first starting. The check of engine parameters is described in subsection 72.03.00.



72.02.00 Page 3

Jul 1, 2003

Legend: 1 Air intake in the lower part of the engine nacelle

2 Air flow through the space between vertical air baffles

3 Outlet of gas through exhaust bends

4 Force taking struts from the engine mounting ring to the wing

5 The system of de-icing and oil cooling actuating flaps

DIAGRAM OF ENGINE INSTALLATION IN THE NACELLE

Fig.1



72.02.00 Page 4 Jul 1, 2003



72.02.00 Pages 5/6

Jul 1, 2003

ENGINE INSTALLATION DRAWING

Sh 1



72.02.00 Pages 7/8

Jul 1, 2003


Sh 2



72.02.00 Pages 9/10 Jul 1, 2003


Sh 3



72.02.00 Pages 11/12

Jul 1, 2003


Sh 4



72.02.00 Pages 13/14

Jul 1, 2003


Sh 5



72.02.00 Pages 15/16

Jul 1, 2003


Sh 6



72.02.00 Pages 17/18

Jul 1, 2003


Sh 7



72.02.00 Pages 19/20

Jul 1, 2003


Sh 8



72.02.00 Page 21

Jul 1, 2003

Legend:

1 Front engine lifting eye 6 Elastic engine mounting brackets

2 Rear engine lifting eye 7 Propeller shaft flange

3 Front air baffle 8 Engine name plate

4 Rear air baffle 9 Engine centre of gravity

5 Levelling points - painted red

SURVEY OF ESSENTIAL INSTALLATION DATA

Fig. 2



72.02.00 Page 22 Jul 1, 2003

Legend: 1. Manufacturer's designation 2. Engine model designation (e.g. M601E) 3. Engine serial number (e.g. 033001)

a) first two digits stands for a year of manufacture b) third digit stands for a quarter of the year c) fourth, fifth and sixth digits stand for a serial number of the engine that was

manufactured according to the documentation valid in the year and the quarter concerned

d) further four digits stand for extended TBO and No. of equivalent flight cycles till overhaul it the engine has been rebuilt (ref. NOTE in Subsection 5.05.00, Page 2)

4. Date of manufacture (e.g. Jul 1, 2003 - month, day and year) - the date of ending final examination of a new engine The production date month is given as an abbreviation of month name. January - Jan April - Apr July - Jul October - Oct February - Feb May - May August - Aug November - Nov March - Mar June - Jun September - Sep December - Dec

5. Take-off engine power. 6. The units for engine power (kW, S.H.P.) are presented according to a purchaser

demands. If no other way, power is presented in kW units. 7. Number of type certificate that has been issued by the Civil Aviation Authority of the

Czech Republic 8. Number of type certificate that has been issued by the Aviation Authority in the import

state. 9. Places reserved for another designation at the repairs or rebuildings of engine, etc. (e.g.

the first overhaul is designated in the right field as ovhl 1, the second one as ovhl 2) 10. Blank NOTE: This engine name plate is valid for the engines manufactured from October 20, 2003.

ENGINE NAME PLATE Fig. 3

PRAHA CZECH REPUBLIC DATE OF MANUFACTURE

S / N

WALTER a.s . M O D E L

4 8765 9

1 2 103



72.02.00 Page 101

Jul 1, 2003


TROUBLE SHOOTING

If some trouble occurs, contact the service department of the engine manufacturer.



72.02.00 Page 102 Jul 1, 2003



72.02.00 Page 401

Jul 1, 2003


INSTALLATION AND REMOVAL

Engine installation to an airplane and engine removal from an airplane are carried out

according to Airplane Maintenance Manual. All important installation data for complete

engine connection to the airframe are presented in the engine installation drawings.

Prior to mounting the engine into the aircraft it is necessary to make sure that both main

rotors are free to turn and whether control levers are in the positions as mentioned in the

following chapter.

When the engine is installed/removed, the compressor inlet and exhaust bends are to be

equipped with protective shields throughout these works performing. The completion of the

engine installation to the nacelle is followed by the inspection and check of the installation

and the engine has to be prepared to the start as mentioned in following sections.

During engine removal, the regulations mentioned in the technological instructions for

preparation of the engine for a shipment to the manufacturer should be adhered to.

Propeller unit installation and removal is carried out according to the propeller manufacturer

instructions.



72.02.00 Page 402 Jul 1, 2003



72.02.00 Page 601

Jul 1, 2003

M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS

On pages

601 to 602

Name of work

Inspections after installation

Manpower required (Manhours)

Working procedures and technical requirements Further work Check

The following inspections should be performed during engine

installation:

1. Before engine installation into the aircraft, first of all it is

necessary to make sure that both engine rotors are free to

turn. Working procedures are presented in subsection

72.03.00. It is also necessary to check the position of the

control levers according to section 76.

2. In case of installation when the engine is not connected to the

mounting ring, in case of the mounting ring or the elastic

bracket replacement or in case of the engine elastic bracket

removal for any other reason, it is necessary to check-up

dimensions and visually examine surfaces shown in Fig. 601.

3. When the propeller is installed on the engine, it is

recommended to carry out visual and dimensional inspection

in accordance with the data shown in Fig. 602.

See

page 101

Test Equipment Tools and Fixtures Consumable Materials



72.02.00 Page 602 Jul 1, 2003


On pages

601 to 602

Name of work

Inspections after installation



4. After the engine installation into the nacelle has been

completed, the following inspections should be carried out:

- engine mounting and securing of the joints - visual

inspection

- quality of the propeller unit installation - visual inspection

- mounting and installation of engine accessories according

to procedures shown in subsequent technological

instructions, pages 605 to 609 incl. Fig. 603

- quality of the fuel, oil, air, electric and water installations -

visual inspection

- check-up of the engine actuating elements in accordance

with work procedures described in section 76

- check-up of sparking plugs operational ability - by listening

- check-up of the function of the electro-magnetic valve in

the torch igniter circuit - by listening. The electro-magnetic

valve is located on the fuel pump.



72.02.00 Page 603

Jul 1, 2003

I Pin dia 11.1 f7 Clearance

Hole dia 11.1+0.03 0.016 to 0.064 Surface defects

II Pin dia 11.1 f7 Clearance not allowed

Hole dia 11.1 H7 0.016 to 0.052

III Nut 17 Tightening torque 58.8 to 63.7 (Nm)

Legend: 1 Body of the engine elastic mount

2 Elastic mount itself

3 Elastic mount pin

4 Engine mounting ring

5 Slotted nut, washer and split pin

ENGINE ELASTIC MOUNT

Fig. 601



72.02.00 Page 604 Jul 1, 2003

I Pin dia 65.049 j6 Clearance

Hole dia 65.1 H7 0.039 to 0.088 Surface defects

II Pin dia 12.693 h5 Clearance not allowed

Hole dia 12.7 D8 0.057 to 0.092

III Screw hexagonal head size and tightening torque according to the propeller unit maintenance manual.

Legend: 1 Propeller shaft

2 Propeller shaft locking pin

3 Propeller hub screw

4 Propeller hub body

PROPELLER ATTACHMENT

Fig. 602



72.02.00 Page 605

Jul 1, 2003


On pages

605 to 606, 609

Name of work

Inspection of the engine instruments fastening



1. Check visually fastening and securing of screw joints of

engine instruments - see Fig. 603 - 72.02.00, page 609

- Propeller speed transmitter LUN 1333.12-8 item 1

- propeller control unit LUN 7816-8 item 2

- engine actuating elements

on the reduction gear box item 3

- engine mounts item 4

- torque limiter pressure switch LUN 1476-8 item 5

- torquemeter pressure

transmitter LUN 1540.02-8 item 6

- engine actuating elements

on the accessory drive box item 7

- starter-generator LUN 2132.02-8 item 8

- fuel control unit LUN 6590.05-8 item 9

- generator turbine speed





72.02.00 Page 606 Jul 1, 2003


On pages

605 to 606, 609

Name of work

Inspection of the engine instruments fastening



- hydraulic pump LUN 6102 item 11

- fuel pump LUN 6290.04-8 item 13

- ignition unit LUN 2201.03-8

or UNISON item 15

- oil temperature transmitter LUN 1358-8 item 16

- exhaust bends item 17

- electrohydraulic actuator LUN 7880.01-8 item 18

- minimum oil pressure switch 1.25 K

LUN 1469.32-8 item 19

- automatic feathering

pressure switch LUN 3280-8 item 20

- automatic feathering switch

on the engine control lever M601-710.7 item 21

- alternator LUN 2102 item 22

- sparking plug N 25F - 3

or CHAMPION item 23

- torch igniter M601-208.6 item 23

- chips signaller items 25, 26



72.02.00 Page 607

Jul 1, 2003


On pages

607 to 608, 609

Name of work

Inspection of electric installation of the engine instruments



1. Check visually securing of instruments plugs, insulation of

electric conductors, fastening of electric conductors in holders

and in baffles according to the diagram shown in Fig. 603,

72.02.00, page 609; all this concerns the following

instruments:

- propeller speed transmitter LUN 1333.12-8 item 1

- propeller control unit LUN 7816-8 item 2

- torque limiter pressure switch LUN 1476-8 item 5

- Torquemeter pressure


- starter-generator LUN 2132.02-8 item 8

- fuel control unit LUN 6590.05-8 item 9

- generator turbine speed


- fuel pump LUN 6290.04-8 item 13

Hand torch or portable light




72.02.00 Page 608 Jul 1, 2003


On pages

607 to 608, 609

Name of work

Inspection of electric installation of the engine instruments



- ignition unit LUN 2201.03-8

or UNISON item 15

- oil temperature transmitter LUN 1358-8 item 16

- electrohydraulic actuator LUN 7880.01-8 item 18

- minimum oil pressure switch 1.25 K

LUN 1469.32-8 item 19

- automatic feathering

pressure switch LUN 3280-8 item 20

- automatic feathering switch

on the engine control lever M601-710.7 item 21

- alternator LUN 2102 item 22

- sparking plug N 25 F - 3

or CHAMPION item 23

- torch igniter M601-208.6 item 23

- 9 terminals of thermocouples

for ITT measurement item 24



72.02.00 Page 609

Jul 1, 2003


On pages

605 to 609

Name of work

Inspection of the engine instruments fastening Inspection of electric installation of the engine instruments



Fig. 603



72.02.00 Page 610 Jul 1, 2003



72.02.00 Page 1001 Jul 1, 2003


TRANSPORTATION

The engine is transported in metallic container with nitrogen atmosphere. The engine is

mounted on a transport stand that serves also as a fixture on which the engine is being

prepared for installation in the aircraft. The engine is attached to the transport stand at the

reduction gearbox and by the engine mounting ring.

When held in a container, the engine can be transported by any transport means - truck,

train, ship or airplane. When transported by air in an aircraft without pressurized cabin (at

altitudes above 4,000 m (ISA), it is necessary to loosen the container lid or plugs with the

humidity indicator to allow for atmospheric pressure equalization at high altitudes and thus

prevent any container damage. However, the nitrogen atmosphere protection would be thus

destroyed.

Tools according to the subsection 72.03.01 and accompanying documentation are

transported together with the engine. Containers are provided with hoisting eyes.

Metallic container

Mass:

Engine on the transport stand ............................................................................... 225 kg

Container with engine, tools, etc. .......................................................................... 382 kg

Container empty, with transport stand .................................................................. 165 kg

Metallic container is shown in Fig. 1001, page 1003. Recommended handling is described in

subsequent technological instructions.

Working procedure for engine lifting from the container or from the PVC wrapping as well as

preparatory work required for shipping the engine to the manufacturer are described in

subsequent technological instructions.



72.02.00 Page 1002 Jul 1, 2003

Metallic container

Metallic container for the WALTER M601 engine has been manufactured especially for air

transportation (in the IL 62, TU 154, L 410 or other types of aircraft). Metallic container is of

cylinder configuration with a single-ended cover fastened by lugs. It is provided with inner

stiffeners and guide bars that enable an engine on a transport stand to slide in. The stand

forms a part of the container and in slid-in position is secured against movement in any

direction.

The container is gastight and both its faces are provided with checking plugs for indicators

that check moisture content inside the container.

The transport stand serves for convenient handling of the transported engine in dispatch

departments as well as for the engine withdrawal from the container at the customer

workplace. It is not intended for the transportation of the engine without the container.

The container is equipped with lugs ensuring its stability during transportation. The lugs

make possible to stock full containers in stores up to three layers, empty containers in four

layers and both full and empty containers in two layers, in any type of transportation. The lugs

make also possible horizontal connection of containers into groups as required.

The container provides also for the delivery of a 1 : 1 set of spare parts, tools and parts to

accompany the engine.

The container is designed so as to enable its loading by means of a high-lift truck through

any of its faces or by a crane using hoisting eyes located on the container upper part.

The container is equipped with an outer closed box for the Engine Log Book insertion. The

box can be sealed.



72.02.00 Page 1003 Jul 1, 2003

METALLIC TRANSPORT CONTAINER

Fig. 1001



72.02.00 Page 1004 Jul 1, 2003


On pages

1004 to 1005

Name of work

Unpacking of the WALTER M601 engine from a metallic transport container



1. Remove two seals from the lid and one seal - 1 - from the

Engine Log Book box (see Fig. 1002).

2. Loosen and unscrew 8 bolts fastening the cover to the

container.

3. Remove the cover from the container. If the cover cannot be

removed easily through manual handling, it is allowed to force

it off. A wooden or plastic pad should be used to force the

cover off. Neither the cover nor the container lining should be

damaged in the above operation.

4. Withdraw the Engine Log Book from the box - 2 -, withdraw

the spare part kit - 3 - from the container and other packages

- 4 -, if any.

5. Remove securing wires from both exhaust bends - 5 - and,

through sliding them out of their slots, withdraw the bends

from the container.

6. Remove the securing wire from the bolt - 6 - fastening the

front part the engine stand to the container lining. Loosen and

unscrew the bolt.




72.02.00 Page 1005 Jul 1, 2003


On pages

1004 to 1005

Name of work

Unpacking of the WALTER M601 engine from a metallic transport container



7. By pulling manually (in the direction of the container axis), withdraw the stand together with the engine onto an auxiliary handling platform whose dimensions should be at least 2,400 x 800 x 65 mm.

Should it not be possible to withdraw the engine stand from the container manually, it is allowed to force it out from the front part by means of a pipe - 7 - located in the L.H. side of the container. Instructions stuck on the inner side of the container cover have to be respected.

CAUTION!

DO NOT APPLY THE PIPE AGAINST THE EDGE OF THE CONTAINER INLET OPENING BUT IN THE PLACE OF WELDED-ON BLOCKS - 8 -.

8. Remove the bags containing desiccant from the engine according to the layout. Their number must correspond to the data shown in the scheme.

9. Release, loosen and unscrew the wing nut on a stranded wire that fastens the engine front part to the stand. Remove the stranded wire from the engine.

10. Remove securing wire from 4 bolts fastening the engine mounting ring. Loosen and unscrew the bolts. Remove the yokes that are clamping the mounting ring.

11. Fasten the engine to the prescribed lifting set. Put it off from the engine stand. Proceed in accordance with the rules for engine handling.



72.02.00 Page 1006 Jul 1, 2003

1 Sealing spots on the cover and on the Engine Log Book box

2 Engine Log Book box

3 Spare parts kit

4 Other packages held in the container

5 Exhaust bends

6 Bolt fastening the stand in the container

7 Pipe for forcing the stand

8 Supporting block for the forcing pipe

Fig. 1002



72.02.00 Page 1007 Jul 1, 2003


On pages

1007 to 1012

Name of work

Engine transportation



1. Preparation of an engine to be shipped in a metallic container to the manufacturer for overhaul or repair

General:

Prior to engine removal, from the airframe the preservation is to be carried out in accordance with technological instruction 72.03.00, page 905.

Remove the engine according to the procedure described in the Airplane Maintenance Manual.

As soon as the engine has been removed, it has to be prepared and put into the container according to the following working procedure:

1.1 Instruction for putting the engine into the container

Complete engine preservation according to technological instruction 72.03.00, page 907.

1.2 When removing the engine from the aircraft, blind successively the openings on the engine surface by the corresponding blinding plugs:

- compressor inlet screen - cover Dwg. No. M601-927.0 - 1 pc

- exhaust bends - cover Dwg. No. M601-928.0 - 2 pcs

- air supply to the starter-generator - cover Dwg. No. M601-929.0 - 1 pc

- oil collector for the feathering pump - blinding plug 12 ONL 3997.4 - 1 pc

nut 12 ONL 3959.4 - 1 pc

Appropriate Wrench

Pincers




72.02.00 Page 1008 Jul 1, 2003


On pages

1007 to 1012

Name of work




- oil supply and return from the cooler on the accessory drive box - blinding plug Dwg. No. M601-5312.4 - 1 pc Dwg. No. M601-5313.4 - 1 pc

- hydraulic pump drive on the accessory drive box - blinding plug Dwg. No. M601-5282.4 - 1 pc sleeve Dwg. No. M601-537.8 - 1 pc

- oil feed pipe union on the accessory drive box - blinding plug 12 ONL 3999 - 1 pc

- air bleed for the cabin - blinding plug 16 ONL 3999 - 1 pc

- propeller shaft - blinding plug Dwg. No. M601-9116.4 - 1 pc bolt Dwg. No. M601-9117.4 - 1 pc washer 10 ČSN 31 3282.12 - 1 pc

secure by means of binding wire dia 0.63 mm (max.) after the bolt has been tightened

- other holes (e.g. pipes) can be blinded by plastic foil, paraffin or parchment paper and fastened by means of a rubber band. Blinding plugs can be used from an engine installed into airframe for the one to be shipped.

- fasten the loose part to the propeller speed governor:

- block carrier - No. 15319140 - 1 pc



72.02.00 Page 1009 Jul 1, 2003


On pages

1007 to 1012

Name of work




Wrap electric wiring connectors into a foil and fasten by a cord or rubber band.

Remove one exhaust bend from the engine and mount 4 shims No. M601-9143.9 that form part of the container accessories. Remove the second exhaust bend according to the same procedure.

CAUTION!

THE TWO EXHAUST BENDS SHOULD NEVER BE REMOVED SIMULTANEOUSLY WITHOUT THE SHIMS MOUNTED ON THE FLANGES. USE ORIGINAL CONNECTING HARDWARE FOR MOUNTING THE SHIMS.

For transportation in a metallic container, the following parts should be additionally removed:

- The connector of the LUN 2201.03 or UNISON ignition source (from the lower box) - 1 pc

- B 560 838 N nozzle - 1 pc

- Bottom part of the fire extinguishing piping No. B 560 853 N (under the reduction gear box flange) - 1 pc

Blind the end of the piping by plastic foil and bind it up with cord or rubber band. Fasten the removed piping and nozzle together with the necessary connecting hardware in a PVC bag in three spots to the upper part of the fire extinguishing piping.

1.3 Check the blinding of all openings. All loose levers and pull-rods should be secured against movement by binding wire.



72.02.00 Page 1010 Jul 1, 2003


On pages

1007 to 1012

Name of work




1.4 Unscrew the nuts fastening the cover of the prepared container and remove the bolts and washers. Remove the cover and put it aside. Unscrew and remove the bolts fastening the stand. Withdraw the stand from the container onto an auxiliary handling platform whose dimensions should be at least 2,400 x 800 x 65 mm.

1.5 Using a lifting set fastened to lifting eyes on the reduction gear box and the accessory drive box, lift the engine and seat it on the engine stand.

Fasten the engine to the engine mounting ring by means of:

- LN 5385 bolt (M10x40) 4 pcs

- M10 ČSN 02 1740.05 nut 4 pcs

Insert spring washers under the nuts:

- spring washer 10 ČSN 02 1740.05 4 pcs

Bolts - 4 pcs - secure by locking wire.

Fasten the engine front part - i.e. the reduction gear box flange by means of:

- Stranded wire M601-981.6 1 pc

- nut LN 5395 (M6 wing nut) 1 pc

Secure the wing nut with locking wire.

1.6 Slide the engine on its stand equipped with wheels inside the container full-depth. Fasten the engine stand in the front part to the container lining by means of:

- Bolt LN 5396 (M20x80) 1 pc

- Nut M20 ČSN 02 1401.55 1 pc



72.02.00 Page 1011 Jul 1, 2003


On pages

1007 to 1012

Name of work




Insert the spring washer under the nut:

- spring washer 20 ČSN 02 1740.05 1 pc

Secure the bolt with a locking wire.

Slide the removed exhaust bends in the holders in the upper part of the container near its inlet opening and secure them with a wire.

1.7 The container should be marked with red varnish, identified either by the number of engine or of the claim record. The Engine Log Book and appliance logs should be wrapped in a plastic foil.

- fuel pressure transmitter LUN 1559-8 1 pc or LUN 1559.01-8 1 pc

- oil pressure transmitter LUN 1558-8 1 pc or LUN 1558.01-8 1 pc

- torque indicator LUN 1539.02-8 1 pc (located on the instrument board)

The removed instruments should be packed in paraffin or parchment paper and wrapped up with PVC foil or polyethylene foil, put in a box and bound up. All this should be put in a case for loose enclosed parts. Close the case and fasten it to the holders inside the container on the engine right-hand side.



72.02.00 Page 1012 Jul 1, 2003


On pages

1007 to 1012

Name of work




1.8 Fit the container cover in its proper position (i.e. with the sight glass of the moisture indicator upwards) and fasten it by:

- bolt M8x60 ČSN 02 1101.55 6 pcs

- bolt LN 5379 (M8x60 with hole in the shank) 2 pcs

- washer 8.4 ČSN 02 1702.15 16 pcs

- spring washer 8 ČSN 1740.05 8 pcs

- nut M8 ČSN 02 1401.55 8 pcs

Check whether nuts are tightened properly and whether bolts bear on the corresponding surfaces. Seal the container cover in two spots in the holes drilled in the stems of the LN 5379 bolts.

1.9 CAUTION!

a) ALL OPERATIONS SHOULD BE PERFORMED IN DRY ENVIRONMENT.

b) BEFORE LIFTING THE ENGINE, IT IS NECESSARY TO MAKE SURE THAT THE STEEL ROPES OF THE LIFTING SET ARE PROPERLY ATTACHED TO THE ENGINE AND THAT LIFTING SET OPERATES PROPERLY.

c) WHEN HANDLING THE CONTAINER AND LIFTING SET, ALL SAFETY REGULATIONS SHOULD BE ADHERED TO. ALL OPERATIONS ARE TO BE PERFORMED WITH FULL SENSE OF RESPONSIBILITY, IN ORDER TO AVOID ANY DAMAGE TO THE ENGINE.

d) FOR TRANSPORTATION OF THE WALTER M601E OR WALTER M601E-21 ENGINES, ONLY METALLIC CONTAINERS OF GREY OR GREEN COLOUR CAN BE USED !!



72.02.01 Page 201

Jul 1, 2003

P R E P A R A T I O N F O R T H E F I R S T E N G I N E S T A R T I N G

PROCEDURE

Following the installation of the engine in the aircraft and the obligatory inspection, as

described in the preceding sections the engine can be prepared for the first starting. The

preparation consists of operations described in the Aircraft Maintenance Instructions.

Working procedures concerning the oil installation are described in section 79,

de-preservation of the fuel control system is described in the part on storing in subsection

72.03.00 and its de-aeration in the same subsection.



72.02.01 Page 202 Jul 1, 2003



72.03.00 Page 1

Jul 1, 2003

O P E R A T I O N A L A B I L I T Y


In the course of engine operation, a number of procedures should be carried out which follow

from the necessity to verify, maintain or ensure the operational ability of the engine.

To enable mechanical procedures on the engine be put into effect, a set of tools is being

delivered together with the engine. This set of tools contains all the necessary tools and aids

required for replacing the engine instruments, for checking the oil system, for adjusting the

engine, etc.

Apart from the operations described in working procedures included in various sections and

subsections of this manual, it is necessary not only to ensure the washing of the compressor,

engine preservation and de-preservation, but also to check whether the engine rotors are free to

rotate or to verify the engine parameters. Relevant working procedures are described in

subsequent parts. In addition, instructions for basic, recurrent procedures applicable for each

replacement of instruments or piping are also presented.

The description of tools is presented in a separate part of this subsection.



72.03.00 Page 2 Jul 1, 2003



72.03.00 Page 101

Jul 1, 2003


TROUBLESHOOTING

If some trouble occurs which elimination by user′s personnel is not permitted, contact the

organization authorized to FCU technical services.



72.03.00 Page 102 Jul 1, 2003



72.03.00 Page 201

Jul 1 2003


ENGINE PREHEATING

At low ambient temperatures, when oil temperature decreases to -20 oC or lower, the engine

must be preheated by hot air from the ground sources before starting. Hot air of maximum

temperature 80 oC is supplied to the intake of the engine nacelle. The bottom part of the

nacelle (tray panel) should be partly tilted down and the flap of the oil cooler opened.

Another possibility is to tilt the bottom part of the nacelle fully down and direct the stream of

hot air to the bottom part of the oil tank and reduction gearbox.

The purpose of preheating is to warm up:

- engine air path and, thus, the oil charge of the reduction gearbox

- oil installations outside the engine

- oil cooler with its charge

- oil in the tank

- engine accessories on the accessory drive box, including the fuel control system

- lower part of the propeller hub.

To prevent hot air leakage, the gap between the tilted down bottom cover of the nacelle

should be covered with canvas.

Engine preheating should be continued until the oil temperature reaches +5 oC.

After preheating, but before starting the engine, turn both rotors as described in section

72.03.00.



72.03.00 Page 202 Jul 1, 2003



72.03.00 Page 301

Jul 1, 2003


BASIC OPERATIONS

In this subsection, instructions and working procedures of basic operations are given which

are to be carried out both in the case of operations contained in technological instructions of

various subsections of this manual and in the case of routine servicing.

Following instructions are included in this section:

1. Instruction for assembling and disassembling the manifold

2. Instruction for mounting packing of joints and drives

3. Instruction for securing joints by means of locking devices

1. Instruction for assembling and disassembling the manifold

a) Wash the manifold, brackets and holders with lacquer petroleum and dry them before

disassembling.

b) As soon as the manifold has been disassembled inspect visually its surface and

contact faces. Look especially for scratches, vibration dents and other damages that

might cause defects in further operation. Contact surface of flanges and cones must

not be battered, distorted or scratched. Close the inspected manifold by suitable caps

(plastic foil and rubber bands) and store it up. Do not insert blinding plugs inside the

openings. They can be overlooked easily and the manifold, when mounted, becomes

clogged.

To facilitate future assembling, using appropriate means, mark the location of brackets

and holders.

c) When assembling the original manifold, remove the caps and fit the manifold to the

demanded position. Take care that no dust, dirt, binding wire, nuts, washers or other

foreign objects get into the engine. Should any foreign object fall in the engine, work

must be discontinued until these objects are found and removed even at the cost of

long time losses.



72.03.00 Page 302 Jul 1, 2003

d) When replacing damaged manifold by a new one, remove the blinding caps from the new pipes, rinse the pipes in petrol and blow with compressed air. Inspect the contact surfaces of cones and flanges. Place the manifold to the pipe union to which it should be mounted and check whether contact surfaces bear together without strain. If the parts of the manifold are not aligned, or - there is a gap or overlap in axial direction less than 1 mm, the manifold can be mounted on. If the gap or overlap exceeds 1 mm, the manifold should be adapted by bending. The manifold of outside diameter 12 mm can be bent by 10 mm, the manifold of outside diameter 14 to 22 mm by 5 mm, compared with its original shape.

The manifold must be bent at a distance greater than 25 mm from welds and soldered joints and greater distance than 10 mm from nipples. Manifolds of outside diameter less than 10 mm can be bent when fitted on the engine, their one end, however, must be loose.

Adjusted must also be that manifold whose gap between the pipe and other part of the engine is less than 3 mm. Also in passages through air baffles, alignment tolerance of the manifold and openings in the air baffles is 1 mm.

If the above dimensions cannot be measured, perform visual estimates.

2. Instruction for mounting packings of joints and drives

a) All packings and rubber packing rings removed in the course of disassembling should be replaced by the new ones. Original packings can only be used if undamaged, free of apparent defects and without changes in their mechanical properties.

b) Only prescribed parts can be used for replacement. Especially in the case of rubber packing rings it is easy to mistake parts made of different material and of different dimensions. New part must not be damaged in storing.

c) Before dismantling, check the functional surfaces for placing packings.

d) In assembling, do not use hardened tools with sharp edges.

e) Smear bearing surfaces of packings with the engine oil or with the sealing agent shown in the instructions for assembling. Apply smearing and sealing agents in thin, even layers. Remove excessive quantity to prevent contamination of surfaces, clogging of channels or nozzles.



72.03.00 Page 303

Jul 1, 2003

3. Instruction for securing joints by means of locking devices

a) Locking wire, lock washers, tab washers, spring washers and split pins can be used

once only. Bushings and plugs must be secured on lugs or the body. Never secure

plugs to the bushing with a binding wire.

Insert the split pins so that their heads will fit into the nut slots. Bend one end over the

bolt and the other over the nut.

b) When bending the tab washers, do not use tools with sharp ends. These tools could

damage the material of tab washers causing thus their breaking and, moreover, fall into

the engine.

c) Proper alignment of holes used for securing bolts and nuts should never be reached

through exceeding the prescribed torque (see tables 301 and 302). If proper alignment

can only be achieved either by exceeding the prescribed torque or by incomplete

tightening, select another part that would make it possible.

d) When securing joints by means of binding wire, adhere to the following basic rules:

- locking wire must be tight after installation,

- it should be bound in a such way as to act in the sense of tightening and hold the joint

in secured position,

- it must not be exposed to excessive strain caused by twist,

- its ends must be bent towards the engine or the part concerned,

- when twisting the wire, hold it in pliers by its ends that should then be cut off,

- the wire should be cut off so that three complete turns were left out of the loop,

- hook the ends of the wire.



72.03.00 Page 304 Jul 1, 2003

1. Adjust proper position of the hole for securing wire.

2. Draw the binding wire through the securing holes.

3. Bend the wire upper ends around the bolt head.

4. Twist the wire as close to the hole in the other bolt

as possible.

5. Pull the wire and simultaneously continue to twist it

till complete tightening. The twisted wire should

have approximately 3 to 4 turns per 10 mm.

WORKING PROCEDURE FOR SECURING BY BINDING WIRE Fig. 301



72.03.00 Page 305

Jul 1, 2003

6. Draw the upper wire through the opening in the

second bolt. Seize the end of the wire with pliers

and draw it tight.

7. Hold the free end in your hand, bend it around the

bolt head and, together with the other end

protruding from the hole drilled in the bolt, twist it

counterclockwise.

8. Seize the twisted end of the wire with pliers and

twist it tight.

9. Bend the twisted end under the bolt head.

10. Cut off the excess wire and hook the ends of wire.

WORKING PROCEDURE FOR SECURING BY BINDING WIRE

Fig. 302



72.03.00 Page 306 Jul 1, 2003

Tightening Torque

Thread Size Nm lb.in

mm in min. max. min. max.

M 3 0.1181 2.0 4.0 17 35

M 4 0.1575 2.15 5.8 18,5 50

M 5 0.1968 2.4 7.2 21 62.5

M 6 0.2362 3.0 8.7 26 75.5

M 8 0.3150 4.0 10 35 87

M 10 0.3937 5.5 15 48 130

M 12 0.4724 7.8 30 68 260

M 16 0.6299 9.5 43 82.5 373

M 20 0.7874 11 57 95.5 495

TIGHTENING TORQUE LIMITS FOR STUDS WITH STANDARD THREAD

Table 301

Tightening Torque

Thread Size Nm lb.in

mm in min. max. min. max.

M 3x0.35 0.1181 2.0 4.6 17 40

M 4x0.5 0.1575 2.15 5.8 18.5 50

M 5x0.5 0.1968 2.4 7.9 21 68.5

M 6x0.5 0.2362 3.0 9.3 26 81

M 8x1 0.3150 4.0 12 35 104

M 10x1 0.3937 5.5 18 48 156

M 12x1.5 0.4724 7.8 34 68 295

M 16x1.5 0.6299 9.5 50 82.5 434

M 20x1.5 0.7874 11 65 95.5 564

TIGHTENING TORQUE LIMITS FOR STUDS WITH FINE THREAD

Table 302



72.03.00 Page 501

Jul 1, 2003


VERIFYING THE PARAMETERS

The following tests of the engine with the propeller unit are obligatory for verifying the

parameters of the engine, for the adjustment and checking of its instruments:

1. Engine test on the ground

2. Test of maximum engine speed

3. Test of engine power

4. Test of engine reverse power

5. Checking the take-off rating with water injection

In the subsequent paragraph, procedures and diagrams are given for performance and

evaluation of the above tests.

Adjustment procedures are described in sections 73 and 76.

1. ENGINE GROUND TEST (see pages 502 and 503)

is to be carried out:

- after having installed the engine in the airframe in order to check and adjust instruments

and to check the tightness

- in order to establish the travel of the engine control lever with of the nG (to complete the

diagram)

- after having replaced instruments or engine parts for engine check and adjustment

- after any engine adjustment

CAUTION:

a) COMPARE THE OPERATIONAL VALUES WITH THOSE SHOWN IN THE TABLE OF

OPERATIONAL LIMITS (SEE 72.01.02).

b) IN THE COURSE OF THE ENGINE TEST, THE PROPELLER CONTROL LEVER IS

TO BE SET TO THE POSITION OF MAXIMUM PROPELLER SPEED (PROPELLER

RELIEVED) WITH THE EXCEPTION OF THE TESTS TO CHECK THE FUNCTION OF

THE PROPELLER SPEED GOVERNOR.

c) AFTER EVERY ENGINE TEST, ENGINE INSPECTION IS TO BE CARRIED OUT IN

THE EXTENT OF PREFLIGHT INSPECTION.



72.03.00 Page 502 Jul 1, 2003

ENGINE GROUND TEST PROGRAM

Con. No.

Power rating

Running time (min)

Prescribed checking

1. Starting - checking the function of the starter-generator, torch igniters and engine run

2. Idle run 1.5 engine warming, checking of engine run, checking of the operation and wiring of measuring instruments, checking of propeller feathering

3. Flight idle 0.5 engine warming-up, checking of engine run 4. Checking the function

of limiters 0.5 checking of limiters, checking AF switch closing

point, see 76.10.00, page 506, para 1 5. Maximum continuous

(cruise) 1 checking of engine run, propeller speed,

checking the function of the propeller speed governor by loading the propeller to lower speed nv by 100 r.p.m. and relieving it again

6. Take-off 0.5 checking of maximum engine speed, checking the engine and propeller run

7. Take-off rating with water injection

2.0 the check is carried out only in cases referred in section 72.03.00, page 509, para 5

8. Deceleration from take-off to idle run

- checking of smooth speed decrease free of surging

9. Acceleration from the flight idle (acceleration datum) to 95 % take-off power

- checking of smooth speed increase free of surging, checking of ITT, temperature overshoots and of time to accelerate

10. Reverse thrust 0.5 checking of engine run and propeller function. CAUTION: THE LIMITER MUST BE ON AND

THE PROPELLER CONTROL LEVER IN THE POSITION OF MAXIMUM SPEED.

11. Emergency circuit check

2.0 Checking of the idle run and of maximum engine speed with the emergency circuit on

12. Idle run min. 3.0 engine cooling and engine run check-up

13. Engine shut-down and inspection

- rotors run-out time measurement



72.03.00 Page 503

Jul 1, 2003

0 100 90 80 70 60 nG [%]

ENGINE GROUND TEST COURSE

12

13

14

11

10

9

8

7

6

5

4

3

2

1

engine shut-down

take-off rating maximum continuous rating

checking of AF switch closing point

limiters check

flight idle

ground idle

warming up

starting

ground idle

cooling

emergency circuit on

acceleration

deceleration

reverse thrust rating

take-off rating with water injection

running time [min]



72.03.00 Page 504 Jul 1, 2003

2. TEST OF MAXIMUM GENERATOR SPEED

The purpose of the above test is to check maximum speed attained when controlled by

the fuel control unit.

2.1 Maximum generator speed on the stop of maximum speed should be 100 % but any of

the limiting values cannot be exceeded.

2.2 In the case that above speed cannot be attained without exceeding the limiting

parameters, i.e. Mk or ITT, checking and adjustment of maximum generator speed

should be performed, using technological stop on the fuel control unit. In this case,

maximum generator speed should be 94.5 to 95 %.

2.3 The method of maximum speed adjustment is described in section 73.

CAUTION: MAXIMUM SPEED WITH THE TECHNOLOGICAL STOP CAN BE ADJUSTED

UP TO AMBIENT TEMPERATURE OF -15 OC. IN THE CASE OF LOWER

AMBIENT TEMPERATURES, ADJUSTMENT OF MAXIMUM SPEED

CANNOT BE PERFORMED BECAUSE OF THE DANGER OF TORQUE

LIMIT EXCEEDING.

3. ENGINE PERFORMANCE TEST

The purpose of the test is to determine the main parameters that characterize engine

performance, i.e. shaft power and interturbine temperature. The test is carried out after

engine installation in the airframe and, after that, whenever there is a suspicion that the

engine parameters have changed in the course of operation.



72.03.00 Page 505

Jul 1, 2003

3.1 Test conditions

Testing and adjustment, if any, can only be carried out if the wind velocity is not greater

than 5 m/sec. No checking and adjustment are allowed in gusty wind. Determine the real

atmospheric pressure p0 on the airport and air temperature (in the shadow) at the time of

the test. Air temperature must be determined with high accuracy as the engine power is

very sensitive to its variation (∆t0 = +1 oC corresponds to ∆N = -1 %, at constant gas

generator speed). Because of this, the aircraft must be oriented against the wind to

completely prevent from suction of hot exhaust gases. The condition of the engine

should be evaluated from the shaft power attained at a normal atmospheric humidity

(neither rain nor fog). Should water be sucked in the engine, be it in the form of fog, rain

drops or snow flakes, the engine power is higher than in the case of tests carried out

under the condition of normal relative humidity.

Under icing conditions, no adjustment or checking of the engine performance is allowed.

3.2 Procedure

a) Start the engine and let it warm-up to operational temperature. The pressure in the

hydraulic accumulator should be increased to 15 MPa. The oil temperature should be

in the range of 60 to 80 oC during the test. Air bleed at the compressor outlet must be

closed, the electric generator off, de-icing in off position.

b) Set the generator speed at maximum possible level rounded-off to integer percentage

(99 or 98 %) where no exceeding of limiting parameters occurs.

c) Put the propeller control lever into the position of maximum propeller speed. When

the measured parameters are steady, read and record generator speed, propeller

speed, interturbine temperature and torque (the interturbine temperature becomes

steady in 2 to 3 minutes).

d) Cool the engine and shut it down.



72.03.00 Page 506 Jul 1, 2003

3.3 Evaluation of the test

a) Correction of the measured parameters with respect to standard conditions is carried

out according to the following formulae by means of pocket calculator. The effect of

engine installation is considered in Diagram 501.

Formulae for parameter correction:

n n tGR G= · +288

273 0( ) ...................................................................(% )

ITT ITT t CRo= + · + -( ) ...........................................................( )273

288273 273

0

N n M p t kWHR V k= · · · · +0 0026923101325 288

2730 0,

,( ) ....................................( )

nG .................... gas generator speed (%) ITT .................... interturbine temperature (°C)

t0 .................... ambient temperature (°C) nV .................... propeller speed (r.p.m.) Mk .................... torque (%) p0 .................... atmospheric pressure (kPa)

b) Plot the points calculated according to item a) in Diagram 501. Add the date of the

performance test and number of hours in operation.



72.03.00 Page 507

Jul 1, 2003

c) If the plotted point of the corrected shaft power lies above the standard curve shown in Diagram 501, engine power meets technical specifications and engine installation in the aircraft is satisfactory.

If the plotted point of the corrected shaft power lies below the standard curve, it is necessary to check whether the de-icing flap in the nacelle is in upper position, whether the air bleed from the compressor is closed and whether the electric generator is off.

If no fault is found, the compressor should be washed and the entire measurement procedure should be repeated. If the point calculated from the second measurement does not lie above the standard curve, two more points should be measured at generator speeds lower than in the case of the first measurement always by 1 % (for example: original measurement nG = 99 %, repeated measurements nG = 99 %, 98 %, 97 %). Repeated measurement should again be carried out according to item 3.2, acquired values corrected and plotted in Diagram 501.

As far as the plotted points are below the initial curve up to 20 kW and the engine shaft power is sufficient for safe aircraft operation, the flight operation can continue. When individual power ratings are set all operation limits presented for individual power ratings (as presented in the “Table of Operation Limits”) must be respected. The engine performance check must be repeated after following 50 hrs of flight operation to find out whether the shaft power drop has stopped, or if it continues. If this power drop continues, the engine performance check must be repeated after each 50 hrs of flight operation. If the power drop has stopped and the shaft power is in the range up to 20 kW below the initial curve, the engine performance check is to be performed in the scope of Inspection, Type 3.

If there is any doubt on correctness of the torque measurement, check the correctness of the torque indicator on the Z800 special testing device in accordance with technological instructions 77.11.00. The value of torquemeter pressure for Mk = 100 % is presented in the Engine Log Book, Part I.

d) If already at the first measurement according to item c) the point ITTR of corrected interturbine temperature lies above the standard temperature curve in Diagram 501, check whether the air bleed at the compressor outlet is really closed and whether the de-icing flap is in its upper position. Should you have any doubts about the tightness of the air bleed valve for aircraft needs blind close the air bleed flange on the engine, by metal sheet plug.

Should it be found that during the repeated performance tests in the course of flight operation the temperatures ITTR are higher than those at the first performance test, check first of all tightness of the air bleed system, the position of the de-icing flap and the condition of the inlet screen. Should no faults be found, flight operation may continue even with higher interturbine temperature but maximum allowed temperatures shown in the table of operational limits for various ratings remain in force.



72.03.00 Page 508 Jul 1, 2003

e) If the engine control lever in the cockpit is in the position determined by the stop, and no limiting values have been attained, check whether the engine control lever on the FCU bears on its stop. If it is not in this position, readjust pull rods in the airframe installation.

Repeat the test according to 3.2 after adjustment.

CAUTION: SHOULD A SIGNIFICANT DROP IN ENGINE POWER BE MET, I.E. BY MORE THAN 20 kW CARRY OUT THE PERFORMANCE RECOVERY WASH OF THE COMPRESSOR (SEE PAGE 701 THIS SECTION). SHOULD THE ORIGINAL PERFORMANCE BE NOT RESTORED, OR THE ITT REMAINS ABOVE THE STANDARD CURVE, CONTACT THE ORGANIZATION AUTHORIZED TO TECHNICAL SERVICES.

4. MAX. REVERSE POWER CHECK

4.1 Purpose of the test

The purpose of the test consists in the verification of correct adjustment of the max. reverse power for the given temperature.

4.2 Ambient conditions

Determine the atmospheric pressure p0 (kPa) on the airport and ambient air temperature t0 (OC) at the time the test is carried out.

4.3 Procedure

a) Check the engine before starting.

b) Start the engine and let it warm up during idle run to operational temperature.

c) Switch on the limiters.

d) Check the position of the propeller control lever. It must be in the position determined by stop - „MAX. SPEED“.

e) Move the engine control lever of the engine towards reverse rating up to the maximum reverse power stop. The propeller speed must not exceed 1,900 r.p.m. and ITT temperature must not exceed 710 OC.

Record: actual propeller speed nv

actual torque Mk

f) Move the engine control lever back to idle run.

g) Let the engine cool at idling and shut it down.



72.03.00 Page 509

Jul 1, 2003

4.4 Evaluation of the test

Plot the measured value of torque in Diagram 502. Draw a horizontal line from this point

till it intersects the curve of the determined atmospheric pressure. Draw a vertical line

from this intersection point till it intersects the curve of the ascertained propeller speed.

Draw a horizontal line from this intersection point. Plot the ascertained air temperature

on the pertinent axis and draw a vertical line from the latter point till it intersects the

former horizontal line. If the engine is adjusted properly, the intersection point must lie

within the hatched tolerance zone of adjustment. At twin-engine airplane the requirement

of airplane manufacturer on max. difference between max. reverse thrust power of both

engines must be respected. From this reason it is necessary to carry out the max.

reverse thrust power check on both engines at the same time. Adjustment of the max.

reverse power is described in section 76.

5. CHECKING OF THE TAKE-OFF POWER WITH WATER INJECTION

It is performed only after the installation of engines in the aircraft or after the

replacement of any part of the device for water injection at temperatures above 10 oC.

Ascertain the injection stage from a diagram contained in the Operation Manual (Manual

Part No. 0982404). Set this stage on the control valve of the water pump and fill

corresponding amount of water into the tank. After starting and warming-up the engine

set nG = 94 %, record the monitored values. Engage water injection and record changed

values. With this rating, the limits for the take-off rating cannot be exceeded. Check in

Diagram 503 whether the power increase corresponds to the Diagram values.



72.03.00 Page 510 Jul 1, 2003

CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE, NO AIR BLEED

WALTER M601E

Diagram 501

280

300

320

340

360

380

400

420

440

460

480

500

520

540

560

580

600

91 92 93 94 95 96 97 98 99 100 101

corrected gas generator speed n GR [%]

N HR

[kW]

600

620

640

660

680

700

720

740

760

780

800

820

840

860

880

900

920

ITT R

[°C]

ITT MAX

N MIN

corr

ecte

d sh

aft p

ower

corr

ecte

d in

tert

urbi

ne te

mpe

ratu

re



72.03.00 Page 511

Jul 1, 2003

CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE, NO AIR BLEED

WALTER M601E-21 Diagram 501

300

320

340

360

380

400

420

440

460

480

500

520

540

560

580

600

620

91 92 93 94 95 96 97 98 99 100 101

corrected gas generator speed n GR [%]

N HR

[kW]

580

600

620

640

660

680

700

720

740

760

780

800

820

840

860

880

900

ITT R

[°C]

ITT MAX

N MIN

corr

ecte

d sh

aft p

ower

corr

ecte

d in

tert

urbi

ne te

mpe

ratu

re



72.03.00 Page 512 Jul 1, 2003


MANUAL PAŘT No. 0982055

72.03.00 Pages 513/514

Jul 1, 2003

MAX. SHAFT POWER AT REVERSE THRUST RATING

Diagram 502



72.03.00 Page 515

Jul 1, 2003

RELATIVE SHAFT POWER INCREASE AT THE SELECTED STAGE OF WATER INJECTION

Diagram 503

IIIrd STAGE

IInd STAGE

Ist STAGE

10 15 20 25 30 35 40 45 50 t0 [oC]

∆N [%]

18

16

14

12

10

8

6

4

2

0



72.03.00 Page 516 Jul 1, 2003



72.03.00 Page 601

Jul 1, 2003


ENGINE TURNING

Already before installing the engine into the airframe and during operation as well it is

necessary to check whether both main rotors, and, consequently, all drives derived therefrom

are free to turn without apparent difficulty or improper noise. The procedure for checking the

turning is described in technological instructions.



72.03.00 Page 602 Jul 1, 2003


On pages

602

Name of work

Turning the generator rotor Manpower required (Manhours)


General:

The rotor of the generator is turned manually using the ratchet

lever for rotor turning Dwg. No. M601-919.6.

1. Remove the lid of manual turning on the alternator, slide the

ratchet for manual turning into inner splines and turn the

generator rotor trough the alternator.

2. Adjust the ratchet for turning by setting the adjusting wheel on

the top so that the friction clutch of the ratchet will be

engaged when the lever moves down.

3. Slide the shaft of the ratchet into the slots for turning in the

rear part of the alternator to the stop and turn the rotor of the

generator by swinging motion as required.

4. Remove the ratchet from the drive and install the lid.

See

Page 101

The M601-919.6 ratchet for

turning engine rotor




72.03.00 Page 603

Jul 1, 2003


On pages

603

Name of work

Turning the power turbine rotor Manpower required (Manhours)


1. Relieve the locking of propeller blades against turning (if

used).

2. Grasp the propeller blade in your hand and turn it in the

direction in which it turns if the engine is running. Feel

whether the rotor turns easily; check for any improper noise

from the rotor.

3. Secure the propeller against turning.

See

Page 101




72.03.00 Page 604 Jul 1, 2003



72.03.00 Page 701

Jul 1, 2003


WASHING THE COMPRESSOR

Should a decrease in engine power be ascertained during operation, e.g. in the course of the

parameters check, the decrease in power may be caused by deposits in the air path. In such a

case, it is recommended to perform inner washing of the compressor using a mixture of M601

shampoo (MPD plus Rakovník) or TURCO 4217 that serve as a cleaning ingredient of the water

solution.

For the preparation of the water solution, distilled water or water from which minerals

substances have been eliminated should be used. The above mentioned shampoos form

ashless solution showing no corrosive effects on metallic materials.

In the following text, requirements are described with respect to the equipment, to the

preparation of the solution as well as working procedure for the compressor washing; the

spray ring for water injection is being used for washing without any adjustment.

1. EQUIPMENT REQUIRED FOR COMPRESSOR WASHING

For inner washing of the compressor, equipment is required whose schematic diagram is

shown in Fig. 701. The equipment consist of the following parts:

a) Horse-shoe shaped spray ring equipped with spray holes along its inner perimeter.

The spray ring forms a part of the engine. It is mounted on the engine outside the

protective screen. It is designed first of all for water injection during take-off.

b) Two separate tanks made of corrosion-resistant material - one for water solution with

shampoo, the other for distilled water or demineralised water are necessary. Each of

them should hold 20 litres and have its own closure.

c) Two independently controlled closing valves connecting the tanks to the spray ring.

d) Pressure gauge with the range up to 0.3 MPa.

e) Supply of compressed air of 0.12 to 0.14 MPa pressure.



72.03.00 Page 702 Jul 1, 2003

2. PREPARATION OF THE WASHING SOLUTION

a) For ambient temperature above +5 oC:

13 parts of distilled water

12 parts of fuel

1 part of M601 shampoo (or TURCO 4217 cleaning agent)

The amount of solution required for one washing is 12.5 to 15 litres.

b) For ambient temperatures from +5 to -30 oC:

6 parts of distilled water

7 parts of synthetic ethyl alcohol (denaturised alcohol)

12 parts of fuel

1 part of shampoo of the quality given in item a) above

The amount of solution required for one washing is 12.5 to 15 litres.

WARNING: ADHERE TO SAFETY REGULATIONS PRESCRIBED BY THE

MANUFACTURER WHEN HANDLING SYNTHETIC ETHYL ALCOHOL.

NOTE: Before injecting the mixture into engine, it should be carefully agitated and,

during the injection, any separation of its components should be avoided.

Requirements set with respect to distilled water are given in section 82.



72.03.00 Page 703

Jul 1, 2003

3. WASHING THE COMPRESSOR

a) Start the engine according to the procedure described in the Airplane Flight Manual

and wait until in the idle speed is steady.

b) Open the valve in the compressed air feed manifold and pressurize both tanks. After

approximately one minute, open the valve leading to the spray ring at the tank

containing the washing solution. Evaporation of the solution in the compressor can

that cause the generator speed might decrease below the idling speed. In such

a case, the gas generator speed should be increased to the original one by means of

the engine control lever. When the washing solution is exhausted, the interturbine

temperature will rise to original value and generator speed will increase again.

Reduce the speed to idle one and close the valve of the tank.

CAUTION: BEFORE RINSING ACCORDING TO PARA c) DO NOT ALLOW THE

GENERATOR SPEED TO EXCEED 63 %. OTHERWISE, DEPOSITS

COULD BE FORMED ON THE HOT PARTS OF THE COMPRESSOR!

c) Open the valve of the second tank with distilled water and rinse the compressor with

its contents (some 15 litres). At ambient air temperatures in the range of

+5oC to -30 oC, 12 litres of the mixture of distilled water with synthetic ethyl alcohol

(mixing ratio 1 : 1) is used for rinsing. The mixture must be carefully stirred up.

d) When the rinsing of the compressor with distilled water has been completed, increase

the generator speed above 80 % and open the air bleed from the compressor for 1

minute to allow the compressor and the air bleed piping to get dry.

e) If the ambient temperature is below +5 oC, and a mixture containing synthetic ethyl

alcohol is used for washing the compressor, it is suitable to switch on the emergency

circuit because the generator speed has to be maintained in the desired range of

60 to 63 %. Otherwise the alcohol will cause spontaneous increase of interturbine

temperature and, consequently also undesirable rise of generator speed.



72.03.00 Page 704 Jul 1, 2003

Legend: 1 compressed air supply

2 pressure gauge

3 washing solution tank

4 distilled water tank

5 closing valves

6 interface for connecting the washing equipment to the airframe installation for water injection

7 engine spray ring

SCHEMATIC DIAGRAM OF WASHING EQUIPMENT Fig. 701



72.03.00 Page 901

Jul 1, 2003


STORING OF THE ENGINE

Maintenance Instructions of the airplane contain in the part on engine storing, instructions

specifying the measures to be taken during periods in which the engine is out of operation.

Technological instructions describe the methods used for the engine preservation and

de-preservation for all situations that may occur in the engine operation.



72.03.00 Page 902 Jul 1, 2003


On pages

902 to 904

Name of work

Engine de-preservation



1. Withdraw the bags with silica gel from the engine inlet and exhaust bends.

2. Unscrew the knurled cap nuts from de-aeration valves No. 53 and 54 of the fuel control unit and mount de-aeration devices with hoses.

3. In place of the air feed pipe from the compressor to the fuel control unit, connect the union joint of the control unit to the source of dry and clean pressure air of 0.2 to 0.3 MPa pressure. If air of the prescribed pressure and cleanliness is not available, skip procedures under items 3, 8 and 9. Inappropriate air pressure could damage the diaphragm of the automatic starting unit.

See Page 101

Wrench s=11mm and 22 mm

Flat pliers

Pincers

Screwdriver

De-aeration devices M601-915.9

Waste tank

Screw union for engine preservation M601-9019.7

Hose to the preservation screw union

Compressed air

Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.5 m




72.03.00 Page 903

Jul 1, 2003


On pages

902 to 904

Name of work




4. Remove the cap from the socket for engine preservation on

the fuel control unit and mount, instead of it, the screw union

for engine preservation and slide the hose on it.

5. Put all hoses into the prepared waste tank.

6. Open the fire protection cock.

7. With the open fuel shut-off valve, switch the fuel booster

pump on.

8. Let at least 10 pulses of pressure air go into the automatic

starting device of the fuel control unit. Pressure air moves

the needle of the automatic starting device and the fuel

forces the preservation agent out of this area.

9. Disconnect the supply of pressure air.

10. Mount the pipe for air feed from the compressor back to the

fuel control unit.

11. With the fuel shut-off valve open, carry out the motoring run.



72.03.00 Page 904 Jul 1, 2003


On pages

902 to 904

Name of work




12. Remove the de-aeration devices and close the screw unions

by means of closing caps.

13. Unscrew the knurled cap nuts from de-aeration valves No. 6

and 21 and mount de-aeration devices on the screw unions.

The hoses are to be led into the waste tank.

14. Let the fuel flow out from the de-aeration devices for app. 60

sec. Then remove the de-aeration devices and close the de-

aeration valves by means of closing caps.

15. Switch the fuel booster pump off. Remove the hose from the

preservation screw union, unscrew the screw union and

mount a plug.

16. Lock all connecting elements that have been handled.



72.03.00 Page 905

Jul 1, 2003


On pages

905

Name of work

Installed engine preservation



General:

The procedure of preservation depends on the time for which the

engine will be out of operation.

Record every procedure of preservation in the Engine Log Book.

Should the engine be out of operation for the period up to 30

days, it should be left without preservation.

What is required is that the fuel installation is filled with fuel and

the fuel shut-off valve closed. Should the engine be out of

operation for the period from 30 days to 3 months, inner

preservation of fuel system is necessary.

Inner preservation of the oil system is not performed, the

approved operational oil charge is left in the engine.

CAUTION: DURING THE PROCEDURE OF PRESERVATION

AND DE-PRESERVATION, THE PRESERVATION

AGENT MUST NOT GET INTO THE ENGINE.

RESIDUES OF THE BURNT-OUT PRESERVATION

AGENT MIGHT CAUSE THE DETERIORATION OF

THE ENGINE PARAMETERS.



72.03.00 Page 906 Jul 1, 2003


On pages

906

Name of work

Engine preservation for a period up to 30 days



After 15 days break in operation:

1. Remove the covers from the openings, open the locks of the

nacelle and tilt down the bottom part of the cowling (the tray

of the cowling).

2. Check visually external visible parts of the engine.

3. Remove the lid of the alternator, slide the ratchet for manual

turning into the inner slots and turn the generator rotor

through the alternator. The fuel shut-off valve is to be closed.

4. Turn the rotor of the power turbine by the propeller through

some 10 revolutions.

5. Close the nacelle, lock the nacelle locks.

6. Cover the inlet opening, outlet openings and seal the nacelle

tightly by means of covers.



72.03.00 Page 907

Jul 1, 2003


On pages

907 to 909

Name of work

Engine preservation for a period of 30 days to 3 months



1. Close the fuel shut-off valve by shifting the shut-off valve

control lever to „CLOSED“ position.

Wrenches s=11 mm and s=22 mm

Ratchet M601-919.6

Flat pliers

Pincers

Screwdriver

De-aeration fixtures M601-915.9

Waste tank of 5 litres volume

Vessel for 1 litre of preservation agent

Screw union for engine preservation M601-9019.7 and the hose

Cover to the compressor inlet M601-927.0

Covers to exhaust bends

Preserving means:

Foreign particles size: max. 20 µm

Foreign particles content: max. 0,005 %

a) Preserving mixture per one litre of mixture: 75 ml AeroShell Turbine Oil 2 (MIL-L6081 C Grade 1010) 25 ml AeroShell Fluid 2XN (MIL-C-6529 C Type 1) 900 ml of approved fuel

or 100 ml Shell Storage Oil 3 900 ml of approved fuel

b) Preserving oils: Aviation Oil OLE-TO (ČSN 65 6634)Transformer Oil (GOST 98280) Aviation Oil Mk-8 (GOST 6457-66) Aviation Oil MS-8p (38.40153-73)

Silica gel desiccant - 6 bags Dwg. No. M701.08-2009

Indicating silica gel - 1bag Dwg. No. M701.08-1030

Binding wire dia 0.63 mm of stainless steel 17 246.7- 0.5 m




72.03.00 Page 908 Jul 1, 2003


On pages

907 to 909

Name of work




2. Close the fire protection fuel cock.

3. Disconnect the hose for the engine fuel supply from the airframe installation.

4. Remove the plug using the wrench s=11 mm, from the socket for engine preservation, at the screw union of the fuel supply to the engine fuel distributor on the fuel control unit, and replace it with the screw union for engine preservation. Slide the hose on the union joint for preservation - see Fig. 901.

5. Remove the knurled closing nuts from the de-aeration valves No. 53 and 54 of the fuel control unit and mount de-aeration devices with hoses on the orifices - see Fig. 902.

6. Put the hoses of de-aeration devices and of the union joint for preservation into the prepared waste tank.

7. Open the fuel shut-off valve, and let the fuel drain from the fuel control unit and engine installation.

8. Make ready a clean 1-litre vessel with preservation mixture and immerse the hose of the engine fuel supply into this vessel.

9. Using the control lever, open the fuel shut-off valve.

10. Press the „MOTORING RUN“ push button. The cycle of motoring run will pass trough for some 20 seconds. Preservation mixture is being sucked by the fuel pump, flows through the control unit and flows through the union joint for preservation back into the vessel. With the starter-generator running, shift the engine control lever at least five times from the position „IDLE“ to „TAKE-OFF RATING“.



72.03.00 Page 909

Jul 1, 2003


On pages

907 to 909

Name of work




11. Remove de-aeration devices from de-aeration valves No. 53 and 54 and close the de-aeration valves with knurled cap nuts.

12. Remove the knurled cap nuts from the de-aeration valves No. 6 and 21 and mount de-aeration devices with hoses. Put the hoses into the waste tank.

13. Press the „MOTORING RUN“ push button. After 10 seconds delay since depressing the „MOTORING RUN“ push button, switch on the emergency circuit. At the same time, shift the fuel shut-off valve control lever to 85o and back and switch off the emergency circuit.

14. Remove de-aeration devices from the de-aeration valves No. 6 and 21 and close the de-aeration valves with knurled cap nuts.

15. Connect the fuel supply hose again to the airframe installation and lock it.

16. Remove the screw union for engine preservation with the pertinent hose and close the socket by the blinding plug using the wrench s=11 mm.

NOTE: If four de-aeration devices are available the „MOTORING RUN“ is to be carried out in accordance with point 10. with all four devices mounted on the de-aeration valves at the same time.

17. Carefully seal the inlet opening and exhaust bend openings.

18. Each 14 day inspect outer surface of the engine and turn both rotors 3 to 5 turns.



72.03.00 Page 910 Jul 1, 2003


On pages

910

Name of work

Engine preservation before its removal from the airframe



1. Preservation before engine removal from the airframe is to be

carried out for a period of 30 days to 3 months according to

technological instructions 72.03.00, pages 907 to 909. Drain

oil from the oil tank.

2. As soon as the engine has been removed from the airframe

and mounted onto the stand of the transport container

(according to technological instruction No. 72.02.00), outer

preservation of the engine is to be carried out. Outer

preservation consists in coating the metallic parts of engine

surface, except painted parts and inlet screen as well, by a

thin film of the protective agent of the prescribed type. Record

the preservation performed and the type of the protective

agent in the „Engine Log Book“, chapter X.

3. Check the blinding of all openings, connectors and of the inlet

channel according to technological instructions 72.02.00.

4. The container for engine storing must not be seriously

damaged (punched surface, torn parts of flanges are not

acceptable). Inner surface must be dry.

5. The container containing the engine should be protected from

bad weather conditions - rain, snow. The container can only

be transported and stored in roofed-in areas.



72.03.00 Page 911

Jul 1, 2003


On pages

911

Name of work

Preservation of the fuel control system



Fig. 901

Screw union of the fuel supply to the fuel distributor

Union joint for preservation mixture draining from the fuel control unit



72.03.00 Page 912 Jul 1, 2003


On pages

912

Name of work

De-aerating device installation



Fig. 902

Union joint of the fuel control unit with the non-return valve

Device for fuel instruments de-aeration



72.03.01 Page 1

Jul 1, 2003

T O O L S


Tools for engine maintenance are used for performing the prescribed operations and

inspections as well as the allowed replacement of instruments and parts.

The tools are held in a bag and consist of general-purpose tools, special tools and aids.

In a separate container, a torque wrench with adapters is attached to the bag containing

engine maintenance tools. Tools for engine installation into the airframe, for the oil cooler,

starter-generator cables, hydraulic system, etc. are supplied by the airframe manufacturer.

The set of tools:

Name Designation Used for

1. Ratchet lever M601-919.6 Generator rotor turning

2. Socket wrench s=7 mm M601-941.4 Blinding caps on air baffles and

for mounting the drain valve

3. Special spanner s=8 mm M601-942.4 Torch igniter

4. Socket wrench s=8 mm M601-943.4 Air bleed valve

5. Socket wrench s=9 mm M601-944.4 Assembling the reduction gear

box, exhaust bends, intake

casing, axial compressor casing

6. Caulking chisel M601-9026.4 Unlocking and locking of tab

washers

7. Spanner s=15 mm M601-9027.4 Engine actuation

8. Spanner s=9 mm M601-9038.4 Transmitters of the engine speed

9. Spanner 11x12 mm M601-9100.4 Control elements

10. Flat eye spanner 14x14 mm 4 Na 2355 Control elements, fuel control unit



72.03.01 Page 2 Jul 1, 2003

11. Spanner 13x17 mm M601-9102.4 Control elements and devices

12. Double-ended wrench 5.5x7 mm Mounting the blinding caps on air baffles

13. Double-ended wrench 8x10 mm Flanges of air bleeds, exhaust bends

14. Double-ended wrench 9x10 mm Flanges of air bleeds, exhaust bends

15. Double-ended wrench 11x12 mm General purpose

16. Double-ended wrench 14x17 mm Engine mounts, fuel pump and fuel control unit

17. Double-ended wrench 19x22 mm Pipe installation, magnetic plugs

18. Double-ended wrench 24x27 mm Union joint of the feathering pump

19. Socket wrench 9x9 mm 4 Na 2360 Exhaust bends

20. Socket wrench 22x22 mm “TONA“ Magnetic plug on the accessory drive box

21. Hammer 300 General purpose ČSN 23 0110 Bi-0220

22. Flat-jaw pliers M601-9044.9 General purpose ČSN 23 0341.4

23. Pointed side pincers M601-9045.9 General purpose ČSN 23 0327

24. Screwdriver NAREX 713/3.5x50 General purpose

25. Screwdriver NAREX 713/6.5x105 General purpose

26. Binding wire dia 0.63 mm, brass; Locking of joint elements dia 0.63 mm of stainless steel 17 246.4

27. Gauges ČSN 25 1670 Checking of clearances of the 0.05 to1.0x100 mm engine actuation system

28. Torque spanner OMK 10 Tightening of nuts and bolts 9.86 to 98.6 Nm with prescribed tightening torque



72.03.01 Page 3

Jul 1, 2003

29. Extractor 145 - PM 2037 Removal of the lid of the fuel pump

30. Extractor 145 - PM 22 Removal of the fuel filter of the fuel pump

31. Square socket 146 - PM 160 wrench 3



34. Spanner 145 - PM 30 Instruments turning

35. Technological pin dia 3 AM - 63A - 01 Emergency circuit adjustment, adjustment of engine actuation

36. Technological pin dia 5 146 - PM 2001 Position of the scale and indicator of the fuel control unit lever

37. Joint spanner 15299400 Mounting the propeller governor

38. Adjustment gauge 15310420 Basic adjustment of the propeller governor

39. De-aeration device M601-915.9 De-aeration of fuel instruments

40. Adapter M601-9018.9 Installing the engine mounts

41. Drain pipe union M601-9020.7 Oil draining from the oil tank

42. Mirror for checking of M601-913.9 Checking of compressor blades compressor blades

43. Union joint M601-9019.7 Preservation and de-preservation

44. Blinding plug N-1186-5-15 Blinding the preservation union joint

45. Drain sleeve M601-903.7 Oil draining from the reduction gear box

46. Squirt oiler ČSN 23 1430 of volume 600 cu. cm

On special order of the customer the reduced tools set No. M601-P80-09 can be delivered.

Adjustment of the control elements of the fuel control unit and of the oil pressure reducing valve



72.03.01 Page 4 Jul 1, 2003



72.09

ENGINE PROPER



72.09 „RECORD OF REVISIONS“ Page 1

Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



72.09 „RECORD OF REVISIONS“ Page 2 Jul 1, 2003

REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



72.09 „REVIEW OF EFFECTIVE PAGES“ Page1

Jul 1, 2003


Section -

subsection point

Page

Date

72.09 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003

72.09 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003

72.09 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.09.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 5/6 Jul 1, 2003 7/8 Jul 1, 2003 8 Jul 1, 2003 9 Jul 1, 2003 10 Jul 1, 2003 11 Jul 1, 2003 12 Blank Jul 1, 2003


point

Page

Date



72.09 „REVIEW OF EFFECTIVE PAGES“ Page 2 Jul 1, 2003



72.09 „CONTENTS“ Page 1

Jul 1, 2003

CONTENTS

72.09.00 ENGINE PROPER - Description and function NOTE:

The „RECORD OF REVISIONS“, „REVIEW OF EFFECTIVE PAGES“ and „CONTENTS“ of

subsections are presented separately in individual sections.



72.09 „CONTENTS“ Page 2 Jul 1, 2003



72.09.00 Page 1

Jul 1, 2003

E N G I N E P R O P E R

DESCRIPTION AND FUNCTION

The engine can be divided into units that carry out, within the framework of the engine

function, their own specific task. From this point of view, engine is divided into the following

assemblies that are further described in detail in the subsequent subsections:

- reduction gearbox transfers power from the power turbine to the propeller shaft,

reducing at same time high speed of the power turbine rotor to

a speed suitable for the propeller;

- intake channel provides for the supply of air to the compressor inlet with minimum

pressure losses and free from impurities that could damage rotor

blades;

- compressor compression of air is effected; this is supplied to the combustion

chamber;

- combustion chamber where the supplied fuel burns;

- turbines the generator turbine drives the compressor while the power

turbine drives the propeller;

- accessory drive box integral with the engine oil tank; this assembly provides for driving

accessories attached to the box;

- outlet channel through which exhaust gas flows out to atmosphere.

Schematic diagram of the engine proper appears in Fig. 1.

The longitudinal section of the engine is presented in Fig. 2.

From the point of view of assembly, engine is divided into assemblies that in the case of the

generator rotor, compressor stator including intake casing or in the case of turbine guide

vane ring including the inner flame tube do not correspond to the above presented functional

division.



72.09.00 Page 2 Jul 1, 2003

Owing to the engine concept used, its design enables to disassemble the engine into two

modules - the front power module and the rear - generator module. Further division of the

two engine parts can be seen in Fig. 3 - major separate units are as follows:

front power module - reduction gear box

- outlet channel of the engine with the supporting system and the

containment ring of the power turbine rotor

- power turbine rotor

rear generator module - accessory drive box

- compressor with intake casing

- combustion chamber outer flame tube

- generator turbine nozzle guide vane ring including the inner

flame tube and the nozzle guide vane ring of the power turbine

- rotor of the generator module



72.09.00 Page 3

Jul 1, 2003

Legend:

72.10 - REDUCTION GEAR BOX 72.50 - TURBINES

72.20 - INTAKE 72.60 - ACCESSORY DRIVE BOX

72.30 - COMPRESSOR 72.90 - OUTLET CHANNEL

72.40 - COMBUSTION CHAMBER

SCHEMATIC DIAGRAM OF THE ENGINE PROPER

Fig. 1



72.09.00 Page 4 Jul 1, 2003



72.09.00 Pages 5/6

Jul 1, 2003

WALTER M601E ENGINE LONGITUDINAL SECTION

Fig. 2



72.09.00 Pages 7/8

Jul 1, 2003

WALTER M601E-21 ENGINE LONGITUDINAL SECTION

Fig. 2



72.09.00 Page 9

Jul 1, 2003

Legend:

I front, power module of the engine II rear, generator module of the engine

1 reduction gear box 3 accessory drive box

2 outlet channel including the supporting system and containment ring

4 compressor including the intake casing

8 rotor of the power turbine 5 combustion chamber outer flame tube

6 turbine nozzle guide vane rings

7 rotor of the generator module

ENGINE ASSEMBLIES

Fig. 3



72.09.00 Page 10 Jul 1, 2003

To facilitate assembly, both high-speed rotors of the generator part of the engine and of the

power turbine, are equipped with removable turbine disks.

Main rotating parts of the engine are seated in bearings which have been especially

designed with respect to the speed, force and heat load and necessary service life. Bearing

of both main rotors and other important rotating parts is shown in Fig. 4.

Individual assemblies as well as of both modules of the engine are mostly connected by

flange joints with centering shoulders and bolted joints. Assembled from the above

mentioned stator parts with their rotating parts, the engine forms an assembly - engine

proper - to which only installation, actuating and instrument equipment is fitted to form

complete engine.

Engine proper is designed so as to form, after assembling individual parts of the engine

according to the concept used, a self-contained and rigid unit. The use of propeller drive by

the free power turbine that is advantageous from the point of view of engine control - is made

possible, with an engine of such small dimensions, using tandem arrangement of the rotors

and the reverse flow of air and gas through the engine. The design of individual parts of this

non-typical arrangement of the engine is described - from the functional point of view - in

subsections following the description of the engine proper.



72.09.00 Page 11

Jul 1, 2003

Legend:

Power module of the engine: Generator module of the engine:

1 power turbine rotor 5 generator rotor

2 connecting shaft to the reduction gear box

6 elastic shaft

3 countershaft 7 input drive gear of the accessory drive box

4 propeller shaft

ROTOR SUPPORTS

Fig. 4



72.09.00 Page 12 Jul 1, 2003



72.10

REDUCTION GEARBOX




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



72.10 „REVIEW OF EFFECTIVE PAGES“ Page 1

Jul 1, 2003


Section -

subsection point

Page

Date

72.10 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.10 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.10 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.10.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 72.11.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 72.12.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.12.01 1 Jul 1, 2003 2 Jul 1, 2003 72.12.02 1 Jul 1, 2003 2 Jul 1, 2003


point

Page

Date

72.13.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

72.10.00 REDUCTION GEARBOX - Description and function - Troubleshooting - Servicing - Replacement of the LUN 133.12-8 propeller speed transmitter

72.11.00 REDUCTION GEARBOX - Description and function

72.12.00 COUNTERSHAFT CASING - Description and function

72.12.01 THE COUNTERSHAFT CASING ASSEMBLY - Description and function

72.12.02 TORQUEMETER SYSTEM - Description and function

72.13.00 THE REDUCTION GEARBOX OIL SYSTEM - Description and function - Servicing



72.10.00 Page 1

Jul 1, 2003

R E D U C T I O N G E A R B O X


The reduction gearbox is situated in the front module of the engine and serves for the power

transmission from the power turbine to the propeller shaft with simultaneous reduction of the

speed to magnitude suitable for driving the propeller. To enable the functioning of the

propeller unit, it ensures the drives of instruments and the supply of pressure oil both to the

instruments mounted on it and to the propeller proper. It is equipped with the devices and

instruments serving for informing the pilot on the operating speed and on the torque

transmitted.

The reduction gearbox is composed of the following main subassemblies:

- reduction gearbox casing with the propeller shaft, crown wheel and auxiliary drives,

- countershaft housing with three double countershaft gears, connecting shaft and the

system of torquemeter,

and, together with the space of the power turbine rotor, forms an independent part of the oil

system of the engine.

The reduction gearbox gearing is designed as a double system with fixed countershafts

(pseudo-satellites) and a rotating crown wheel with internal gearing. All rotating parts of the

reduction gearbox run in antifriction bearings. To determine the magnitude of torque, the

axial thrust from the helical gearing of the 1st stage is measured with a hydraulic device.

The reduction gearbox is mounted to the engine by means of a flange joint to the engine

outlet channel. Together with the space in which the shaft of the power turbine is supported,

the reduction gearbox forms an independent oil space provided with a draining device.

Pressure oil from the engine oil system is fed to the reduction gearbox through a manifold

with a protecting filter and it is distributed through piping and channels bored in the casings

to the gears, ensuring thus their lubrication as well as cooling. A certain amount of oil is

branched off to the system of torquemeter and transported by a pump from the working

compartment of the torquemeter to the hollow countershafts to lubricate their bearings. The

remaining oil is supplied to the nozzles of bearings of the propeller shaft and of the power

turbine shaft and, through the flange of the propeller governor to its pressure pump and then,

through the electrohydraulic actuator via a ring system, to the rotating propeller shaft and

further to the working cylinder of the propeller.



72.10.00 Page 2 Jul 1, 2003

Waste oil from the lubricated spaces of the reduction gearbox and from the space of the power turbine is collected in the bottom part of the reduction gearbox which is enlarged to suit this purpose and provided with a space for protective strainer of the return oil branch and the union joint for draining provided with a magnetic plug. The magnetic plug is provided with a metal-chip signaller described on page 3.

The output of the power turbine is transmitted by means of a spline joint to a short connecting shaft, provided on the side of the reduction gearbox with a pinion with helical gearing. The reaction of the axial component of the force transmitted by the gearing is taken by a cylindrical insert leaning against the disk of the turbine. The pinion of the connecting shaft mates with the gears of three fixed countershafts supported by roller bearings which enable their axial movement. The pinions of the countershafts with straight gearing mate with the crown wheel that is supported with sufficient clearance by the carrier that transmits torque to the propeller shaft by means of a spline joint. The axial component of the force transmitted from the pinion of the connecting shaft to the countershaft gear is carried over on the torquemeter tripod, mounted on the fixed piston of the working cylinder. With the engine running, the force applied on the tripod wall, caused by the oil pressure in the working cylinder of the torquemeter is balanced, with the axial components of the forces transmitted by the countershafts. The pressure in the working cylinder is thus in direct proportion to the transmitted torque.

The axial and radial forces developed by the propeller are transmitted by the bearings of the propeller shaft to the casing of the reduction gearbox. Pressure oil for the functioning of the propeller is transferred from the casing to the rotating propeller shaft through a system of piston rings seated in rotating rings that are sealed by means of rubber „O“ rings. The oil space of the reduction gearbox is sealed with a piston rings seal on the propeller shaft in front of the roller bearing.

Besides the propeller, instruments of the propeller unit are mounted on the reduction gearbox, namely the propeller governor on the left side and, on top, the electrohydraulic actuator as well as the slip rings of electric propeller blades de-icing. The transmitter of the propeller speed indicator is mounted on the right side. In addition, piping for pressure and return oil is connected to the reduction gearbox in its lower part, while the piping for the pressure oil to the torquemeter transmitter is connected on top. Pressure air for pressurising the labyrinth seal of the power turbine shaft, sealing the common oil space in the direction to the turbine disk, is fed also to the reduction gearbox top.

Longitudinal section of the reduction gearbox is presented in Fig. 1 and the schematic diagram of the gears and rotating parts is shown in Fig. 2.

Schematic diagram of the oil circuit of the reduction gearbox and propeller as a part of the complete oil system of the engine is presented in section 79.



72.10.00 Page 3

Jul 1, 2003

The magnetic plug in the draining union joint serves also as a signaller of metal chips in oil. It

consists of an electrically non-conducting cylindrical sump in the centre of which is a rod

magnet. Placed on the upper end of the sump is an electrically conducting ring that forms,

together with the magnet and signalling lamp, a part of an electric circuit fed from the board

power supply. If abnormal quantity of metallic particles occur in oil, these close the electric

circuit between the magnet and the ring and the signalling lamp in the cockpit lights up. In

such and case, the pilot completes the flight and, during the after-flight inspection, the

magnetic plug should be checked. Depending on the nature of metallic particles caught by

the magnet, decision is taken on further operation of the engine.



72.10.00 Page 4 Jul 1, 2003

LONGITUDINAL SECTION OF THE REDUCTION GEARBOX

Fig. 1



72.10.00 Page 5

Jul 1, 2003

Legend:

1 - Input shaft pinion 7 - Drive of the propeller governor 2 - Countershaft gear 8 - Oil pump gear 3 - Countershaft pinions 9 - Idle gear 4 - Crown wheel 10 - Propeller speed transmitter drive 5 - Instruments driving gear 11 - Propeller shaft 6 - Idle gear of the drives 12 - Cylindrical insert

SCHEMATIC DIAGRAM OF REDUCTION GEARBOX GEAR TRAIN

Fig. 2



72.10.00 Page 6 Jul 1, 2003



72.10.00 Page 101

Jul 1, 2003


TROUBLESHOOTING

Con. No. Fault Reason Repair

1. Oil drops from a drive flange at a shaft packing ring after one-hour operation.

NOTE:

If surrounding surfaces seem to be greasy only, shaft packing ring is not considered faulty.

Shaft packing ring fault

Replace shaft packing ring according to technological instruction 72.62.00, pages 801 tο 807.



72.10.00 Page 102 Jul 1, 2003



72.10.00 Page 201

Jul 1, 2003


SERVICING

During the periodical inspections prescribed by the Airplane Maintenance Instructions,

a check of the magnetic plug of the reduction gearbox is performed. The procedure is

described in technological instruction contained in section 79.10.00.

Should the propeller speed transmitter, which is situated on the reduction gearbox, be

damaged, its replacement is performed in accordance with the procedure described in the

following technological instructions.

The procedure for the replacement of the LUN 7816-8 propeller governor and the

LUN 7880.01-8 electrohydraulic actuator is described in the documents relating to the

propeller unit.

After replacing the propeller governor, check the engine control system according to the

procedures described in section 76.10.00:

- checking and adjustment of the mark on the double lever to correspond with the mark on

the double-lever bracket,

- checking and adjustment of V3 clearance,

- checking and adjustment of the motion of „Rn“ lever,

- checking and adjustment of the reverse thrust power.



72.10.00 Page 202 Jul 1, 2003



72.10.00 Page 401

Jul 1, 2003


On pages to

401 to 402

Name of work

Replacement of the LUN 1333.12-8 propeller speed transmitter



1. Removal

1.1 Release the socket of the LUN 1333.12-8 speed transmitter

No. VST 18 KPN 561, unscrew manually the union nut and

withdraw the socket.

1.2 For engines made before December 31, 1987 included:

Using a caulking chisel, release 4 lock washers and, by

means of a special spanner, s=9 mm M601.9038.4 loosen

and unscrew four nuts M6 ČSN 02 1402.40 (LN 5184).

Remove the lock washers.

For engines manufactured from January 1, 1988 included:

Loosen and unscrew 4 self-locking nuts LN 5112 using

special spanner s=9 mm M601-9038.4.

1.3 Slip the transmitter out of the drive.

See

page 101

Hammer

Caulking chisel M601-9026.4

Pincers

Flat pliers

Spanner s=9 mm

M601-9038.4

Screwdriver

Lock washers

6.2 ONL 3288.2

- only for engines made

till Dec 31, 1987

Binding wire dia 0.63 mm

of stainless steel 17 246.4

- 0.5 m




72.10.00 Page 402 Jul 1, 2003


On pages to

401 to 402

Name of work

Replacement of the LUN 1333.12-8 propeller speed transmitter



1.4 Record the date, number of hours in operation and the

reason of speed transmitter removal into the log of the

transmitter.

1.5 Put the transmitter and its log into the box.

2. Installing

2.1 Check the transmitter drive. Clean the flange seating.

2.2 Slip the torsion shaft of the instrument in the drive so that

the tap bolts will pass through the holes in the flange.

Should the position of the drive and bolts not coincide, turn

the power turbine a little and set the drive as required.

2.3 Screw 4 self-locking nuts LN 5112 on the bolts on.

2.4 Tighten self-locking nuts using spanner s=9 mm

M601-9038.4.

2.5 Slip the plug into the instrument socket, tighten the union nut

by hand and secure it with binding wire.

2.6 Record the replacement of the speed transmitter in the

„Engine Log Book“ and record the date of installation and

the engine number into the log of the transmitter. The log

put into the „Engine Log Book“.



72.11.00 Page 1

Jul 1, 2003



The front part of the reduction gearbox - reduction gearbox casing assembly - ensures the following:

- it supports the propeller shaft and takes the forces from the propeller. For this purpose, its main parts, i.e. propeller shaft, the casing proper and the parts taking the torque are suitably shaped and dimensioned,

- it drives and supports the instruments mounted on the casing. For this purpose, instrument drive is provided in the casing - from the crown wheel carrier - including adapted gears to ensure the required speed,

- the distribution of pressure oil from the engine to the instruments of the propeller unit and to the propeller. To this aim, the casing is provided with bored channels transmitting engine oil to the propeller governor, etc.

The main part is the reduction gearbox casing itself. It is an electron light metal casting, which supports the propeller shaft in two bearings. Forces from the propeller shaft are taken by means of the front roller (radial) bearing and the rear ball (thrust) bearing by the outer part of the casing. This part of casing is shaped as a truncated cone, closed by a circular flange connected to the countershaft housing and further to the outlet channel of the engine.

The propeller shaft is provided in its fore part with centering shoulder for mounting the propeller and with two torque taking pins. The shaft is hollow and through its cavity, provided with an insert, pressure oil is fed to respective channels of the propeller and, similarly, return oil is fed from the propeller back to the engine.

In addition to inner bearing rings, series of rings are fitted on the outer surface of the shaft in which piston rings of the reduction gearbox front seal are seated in front of the roller bearing. Piston rings of oil distributor are located in between the bearings. Oil from the channels in the reduction gearbox casing is fed to the space among the groups of piston rings and, from there, through the holes in the rings and in the propeller shaft, further to the propeller. The rings of the oil distributor and of the propeller shaft insert in their joints with the shaft are sealed by means of rubber „O“ rings.

On the rear end of the propeller shaft, fitted on the splines there is situated the crown wheel carrier with gearing for instrument drives and, on its outer diameter, for fitting the crown wheel.



72.11.00 Page 2 Jul 1, 2003

The crown wheel mates by its inner gearing, with the pinions of the countershafts. The crown wheel is slide fitted on the carrier and secured in axial direction by means of a retainer ring.

Forces from the propeller shaft ball bearing are taken by the cross wall to the outer supporting wall of the casing. Instruments drives and the necessary idle gears are mounted to the cross wall. The bottom part of the casing is extended to form a collecting sump of return oil from the nozzles, torquemeter and propeller. In the sump there is situated strainer of the scavenge branch of the engine oil system. The strainer can be pulled out in forward direction. There is a magnetic plug with a chip signaller in the lowest spot of the sump for checking the amount of impurities in the oil; after its removal, a spring valve prevents oil outflow from the casing. If necessary, oil can be drained by means of an adapter that is mounted into the valve body instead of the magnetic plug with the chip signaller.

Apart from the drives of the propeller governor and of the transmitter of the remote speed indicator, the cross wall of the casing houses also a torquemeter pressure pump combined with a pump which returns oil from the surroundings of the roller bearing of the power turbine shaft. The scavenge pump is protected by a strainer. It is in a function only at the aircraft climbing.

Apart from the propeller governor located on the left-hand side and the transmitter of the remote speed indicator placed on the right-hand side of the reduction gearbox casing (front view), another two instruments of the propeller unit are mounted on the upper part of the casing.

These are the electrohydraulic actuator and the slip ring of the system for propeller blades electric de-icing.

In addition, the front lifting eye, the screw union for pressure air supply to the labyrinth seal of the power turbine shaft as well as the screw unions for feeding the pressure oil from the torquemeter to transmitters for torque indicator, system of limiters and system of automatic propeller feathering are found on the upper part of the reduction gearbox casing. The air to the labyrinth seal is supplied through the inner part of the casing and through a short pipe into the casing body.

At the level of the horizontal axis, levelling points are shown on the casing - centre punches painted red. These serve for levelling the engine into required position in the engine nacelle.

The location of instruments and screw unions on the casing of the reduction gearbox is presented in Fig. 1.



72.11.00 Page 3

Jul 1, 2003

Legend:

1 Propeller speed transmitter pad 7 Front lifting eye

2 Propeller governor pad 8 Oil strainer of the scavenge branch

3 Electrohydraulic actuator pad 9 Oil strainer of the pressure branch

4 Electric de-icing collector pad 10 Propeller shaft flange

5 Pad for the pressure oil feed to the torquemeter

11 Non-worked lug

6 Pad for air supply to the seal of the power turbine rotor

12 Magnetic plug with chip signaller

LOCATION OF INSTRUMENTS AND SCREW UNIONS ON THE CASING OF THE REDUCTION GEARBOX

Fig. 1



72.11.00 Page 4 Jul 1, 2003



72.12.00 Page 1

Jul 1, 2003

C O U N T E R S H A F T C A S I N G


The countershaft casing forms an independent assembly that ensure the reduction of the

speed of the power turbine by means of a two-stage gearing. The first stage consists of the

pinion of the input shaft with helical gearing which mates with three countershaft gears. The

gear wheels are fitted to the countershafts that are ended with pinions with straight gearing.

These form together with the crown wheel, the second stage of the gearing. Two-stage

gearing changes the sense of rotation of the input shaft.

The countershaft casing includes the parts of the torquemeter system whose function

consists in determination of the oil pressure for the torquemeter transmitter as a variable

proportional to the torque transferred from the power turbine to the propeller. The

torquemeter is designed so that the oil pressure for the transmitter is approximately 922 kPa

at 100 % torque indicated, i.e. at take-off power.

Owing to manufacturing tolerances, oil pressure in the torquemeter fluctuates at different

engines in the range of some 70 kPa. Therefore, the transmitter - indicator set of the remote

torquemeter is adjustable so that the nominal take-off power of the engine will always

correspond to 100 % at the indicator.



72.12.00 Page 2 Jul 1, 2003



72.12.01 Page 1

Jul 1, 2003

T H E C O U N T E R S H A F T C A S I N G A S S E M B L Y


The countershaft casing assembly consists - in order to enable assembling of the

countershafts - of the main casing and cover; both parts are light-alloy castings. There are

roller bearings of the three countershafts in the supporting walls of the casing and the cover.

The wall of the main casing turns in its outer perimeter into a flange by means of which is the

countershaft casing together with the front casing of the reduction gearbox mounted to the

outlet channel of the engine. In the axis of the casing, there is a space for the distribution of

pressure oil to the lubrication nozzles of the gears by means of an inserted body of the

torquemeter carrier which serves, at the same time, both for mounting the guide bearing of

the input shaft and for mounting the piston of the torquemeter working cylinder.

The countershafts consist of wheels of the first gearing stage with helical gearing driven by

the pinion of the connecting shaft and of the countershafts ended with pinions with straight

gearing that form, together with the crown wheel, the second stage of the gearing. The

wheels with helical gearing are pressed on the countershafts together with the front and rear

roller bearings. The bearings are lubricated by the return oil from the torquemeter to the inner

roller path through radial holes from the shaft inner space. The hollows of the countershafts

are shaped so that fine oil impurities will deposit in recesses deeper than those in which

holes are drilled to feed oil to the bearings.

Axial components of the forces transmitted by the countershafts are taken by the tripod of the

torquemeter system by means of axial bearings situated inside the countershafts on their

front ends. To prevent shifting of the countershafts beyond the permissible values, they are

provided with double-sided and adjustable stops on the rear ends of the hollow rods

projecting from the axial bearings of the countershafts. These hollow rods are also used for

supply of lubricating oil from the torquemeter system to the countershaft bearings.



72.12.01 Page 2 Jul 1, 2003

Radial components of the forces transmitted by the countershafts deform both the

countershafts and the webs of the countershaft casing and cover. With this in view, to

provide for the required service life of both the gearing and the bearings, the supporting

openings of the countershaft bearings are designed so as to compensate their deformation

with loaded countershafts by means of their suitable misalignment.

Power transmission from the power turbine rotor to the reduction gearbox is put into effect by

the connecting shaft supported in the countershaft casing in the roller bearing and splines on

its other end. The input shaft is axially secured in the forward direction by means of a ring

which bears on the inner spline of the power turbine shaft and, in the backward direction,

through bearing on the disk of the power turbine by means of an inserted cylindrical bushing.

This bushing seals, at the same time, the oil space of the reduction gearbox by a rubber „O“

ring fitted on its front end.



72.12.02 Page 1

Jul 1, 2003

T O R Q U E M E T E R S Y S T E M


The torquemeter system consists of the pressure pump located inside the reduction gearbox casing and of the following parts that belong, from the point of view of assembling, to the countershaft casing:

- tripod including the working cylinder; - piston including a carrier.

The arms of the tripod on their outer perimeter bear the countershafts in axial direction. Thrust from the helical gearing of the first stage of the gear is balanced by the pressure of oil in the working cylinder consisting of sliding tripod body and a fixed piston. Pressure oil is fed from the pump in the reduction gearbox casing through the piping and channels in the countershaft casing via the fine filter and piston carrier to the working cylinder. There the pressure is stabilized at the required level (apart from the oil leakage) by means of the control gap formed as the spherical space between the wall of the piston body, and the sliding tripod body. A larger swing in the tripod position is prevented by the stops on the countershaft ends which restrict its movement, e.g. at engine start-up. At steady run, thrust acting on individual countershafts is balanced. Resulting axial thrust equals the force generated by oil pressure in the working cylinder of the torquemeter.

The guidance of the tripod cylinder along the spherical surface of the control gap is partially improved by an inserted nut that is pushed by a leaf spring onto the continuing spherical surface of the tripod cylinder. However, the proper purpose of the nut is to create space from which the oil leaking through the control gap is fed through the piping and drilled holes to a joint of the tripod arm. From there, oil is fed through the pin of the axial bearing of the countershafts and the hollow rods of the stops through peripheral holes to the inner space of the countershafts to lubricate both roller bearings.

Pressure oil from the working cylinder of the tripod is led through the piston carrier and the countershaft casing to the reduction gearbox front casing from where it is fed through an outer piping to the torquemeter transmitter.

Schematic diagram of the torquemeter system is presented in Fig. 1.

Applied principle of torque measurement ensures the sufficient accuracy of torque measurement in the whole range of engine power and propeller speed at ambient temperature and pressure and oil temperature that should be taken into account during engine operation.



72.12.02 Page 2 Jul 1, 2003

Legend:

1 Pressure pump 6 Sense of axial thrust

7 Countershaft

3 Pressure space of the torquemeter 8 Input shaft

4 Control gap 9 Countershaft travel stops

5 Tripod arms 10 Inner and outer piping

11, 12 Set of torque transmitter and indicator

SCHEMATIC DIAGRAM OF THE TORQUEMETER SYSTEM

Fig. 1



72.13.00 Page 1

Jul 1, 2003

O I L S Y S T E M O F T H E R E D U C T I O N G E A R B O X DESCRIPTION AND FUNCTION

Reduction gearbox inner space as well as the space inside the supporting cone of the power turbine rotor form a common oil space that is an independent part of the engine oil system.

Apart from the oil spaces, the oil system of the reduction gearbox consists of the following:

- the pressure branch to which the oil is fed by the oil manifold from the pressure pump situated in the accessory drive box casing and, through which it is distributed to the nozzles, the torquemeter pump, the propeller control pump and, further on, to the propeller unit;

- the pressure branch of the torquemeter that begins with a branch pipe from the main oil manifold and ends with the transmitters of torque indicator, of system of limiters and of system of automatic feathering;

- the pressure branch of the propeller unit which partially passes through the reduction gearbox and whose parts feed the propeller control oil from the stator to the rotating parts and back;

- the draining and scavenge branch which ends in the bottom part of the reduction gearbox casing from where the oil is returned by a scavenge pump in the accessory drive box casing;

- strainers and nozzles which serve either for proper condition of oil at the entry to the active surface of the metering and controlling parts or they feed oil to the lubricated and cooled parts;

- the checking and draining devices which serve for ascertaining the condition of oil scavenged from the reduction gearbox or for its draining in the case of its accumulation;

- the labyrinth seal, the seals packed by piston rings or shaft packings preventing oil leakage either to the atmosphere or, from the spots of higher pressure to lower pressure spaces.

Oil spaces

The main oil space of the reduction gearbox is its front casing. On the walls of this part the oil is splashed from the rotating parts and flows down to the bottom part that is of the shape of a collecting sump. The second oil space is the internal space of the supporting cone of the power turbine. This is shaped so that oil will run down its walls to the collecting sump in the reduction box casing irrespective the flight manoeuvres of the airplane. The two oil spaces are separated by the countershaft casing, in which, however, passages are provided both for the oil running down and for oil mist and vapour created in this space during the engine running. The common oil space of the reduction gearbox is not de-aerated and the acceptable overpressure is maintained mainly due to the air leakage through the scavenge pump via the cooler to the oil tank in the accessory drive box casing.



72.13.00 Page 2 Jul 1, 2003

The lubricating oil pressure branch

Pressure oil is fed to the reduction gearbox from the engine lubrication system through

a piping which links the accessory drive box casing with the reduction gearbox. It flows

through the removable oil filter and is then branched into three separate branches: The

lubricating branch supplies pressure oil to multiple lubricating and cooling nozzle of the

countershaft gear wheels and to the lubricating nozzles of both bearings of the propeller

shaft and bearings of the power turbine rotor.

The pressure branch of the torquemeter

The oil system of the torquemeter operates at the take-off rating with about triple operational

pressure than ensures the lubricating system of the engine. Oil is supplied to the torquemeter

system from the lubricating pressure branch. By means of its own pump it is fed to the

working cylinder of the torquemeter. The oil leaking from the control gap is mainly used for

lubricating the roller bearings of the countershafts. More detailed description of the system is

contained in the preceding text. Pressure oil from the torquemeter is led out of the reduction

gearbox and fed through an outer piping up to the transmitters situated in the compressor

space.

The pressure branch of the propeller unit

The oil branch of the propeller unit operates at pressures nearly eight times higher than

those in the engine lubrication system. The oil required for propeller actuation is again

supplied from the lubrication pressure branch. Pressure oil flows through a system of drilled

channels in the reduction gearbox casing and is fed, by means of the oil distributor of the

propeller shaft, to its inner hollows and further into the propeller proper. Unnecessary oil is

again forced from the working cylinder of the propeller back to the reduction gearbox. More

detailed description of the oil distributor is contained in the preceding text while description of

the propeller unit appears in a separate manual.



72.13.00 Page 3

Jul 1, 2003

Return and scavenge branches

Return oil from the nozzles of all bearings of the reduction gearbox and power turbine rotor,

from the nozzles feeding the lubricating and cooling oil to gear wheels, return oil from the

torquemeter and from the propeller unit accumulates in the bottom part of the reduction

gearbox casing.

From the bottom part, oil is scavenged by means of a pump situated in the accessory drive

box casing through a connecting piping that is screwed on the reduction gearbox casing.

Before the scavenge oil leaves the reduction gearbox, it passes by a removable magnetic

plug and through a strainer which are accessible from outside the engine. In the case of a

climbing flight, a certain amount of the oil splashed on the bearings of the rotor of the power

turbine flows down to the bottom part of the oil space around the power turbine disk.

Therefrom, the accumulated oil is scavenged by an auxiliary pump and fed to the bottom part

of the reduction gearbox casing to join the remaining amount of oil which flows down there.

In horizontal flight or at descend, the auxiliary pump scavenges only the oil mist from the rear

space of the power turbine bearing.

Strainers and nozzles

The purpose of strainers is to provide for trouble-free operation of nozzles, function of the

torquemeter and for the protection of oil pumps. Pressure oil supplied to the reduction

gearbox flows through a protecting strainer of the lubrication circuit that protects the nozzles

of bearings and gear wheels. The strainer can be checked at the engine operation.

The small strainer situated in the scavenge piping from the rear space of the power turbine

rotor protects the auxiliary scavenge pump. The oil scavenged from the reduction gearbox

flows through a large strainer that is accessible from the front side in the bottom part of the

reduction gearbox. This protects the return branch with its pump.

Oil nozzles of the bearings are of simple design, only the nozzles of the lubricating oil to the

gear wheels are multiple to provide for uniform oil feeding along the entire width of the

gearing.



72.13.00 Page 4 Jul 1, 2003

Checking and draining devices

In the lower collecting sump of the reduction gearbox there is a magnetic plug enabling to

check the amount of impurities in the oil that flows through the space where the magnet is

located. The magnetic plug is so designed that remaining oil accumulated in the casing lower

part after engine shutdown will be prevented from escape by a small spring valve - even if

the magnetic plug has been removed. Should it be necessary to drain the oil from the casing,

it can only be done when using a draining aid to be mounted into the body instead of the

magnetic plug with chip signaller.

Sealing

The following types of sealing are used for sealing rotating contact surfaces of the oil spaces

in the reduction gearbox:

- labyrinth seals behind the radial bearing of the power turbine rotor choked by the air bled

from the axial compressor to prevent oil leakage into the inner space of the engine,

- seals using piston rings on the propeller shaft in the pressure oil distributor from the

reduction gearbox casing to the rotating shaft,

- packing of the propeller shaft front part using piston rings which prevent oil leakage from

the reduction gearbox around the propeller shaft to atmosphere,

- sealing of the working compartment of the torquemeter to prevent oil leakage by means of

piston rings,

- shaft sealing ring at the propeller speed transmitter drive.

Stationary joints, which can be dismantled during operation, are sealed either by rubber „O“

rings (these are used for piping) or by flat packing (for flanges).



72.13.00 Page 201

Jul 1, 2003

T H E R E D U C T I O N G E A R B O X O I L S Y S T E M

SERVICING

In the course of engine operation, the oil system of the reduction gearbox calls for periodic

inspection of the magnetic plug placed in the collecting sump of the reduction gearbox

casing. The procedure of inspecting the magnetic plug is described in technological

instruction in section 79.10.00.

After more than double propeller feathering that has been carried out with the engine not

running, when the scavenge oil pumps do not work, large amount of oil becomes

accumulated in the collecting sump of the reduction gearbox. To prevent oil leakage through

labyrinth sealing when engine starting, the accumulated oil should be drained by means of a

draining union pipe. The procedure for draining is described in technological instruction in

section 79.50.00.



72.13.00 Page 202 Jul 1, 2003



72.20

THE AIR INTAKE ASSEMBLY




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



72.20 „REVIEW OF EFFECTIVE PAGES“ Page1

Jul 1, 2003


Section -

subsection point

Page

Date

72.20 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.20 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.20 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.20.00 1 Jul 1, 2003 2 Jul 1, 2003 72.21.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.22.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 601 Jul 1, 2003 602 Blank Jul 1, 2003


point

Page

Date

72.23.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 405 Jul 1, 2003 406 Blank Jul 1, 2003 601 Jul 1, 2003 602 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

72.20.00 AIR INTAKE ASSEMBLY OF THE ENGINE


72.21.00 AIR INTAKE CASING


72.22.00 AIR BAFFLES


- Troubleshooting

- Servicing

- Inspection of engine air baffles

72.23.00 AIR INTAKE PROTECTION


- Troubleshooting

- Servicing

- Removal and installation of the intake protective screen

- Intake protective screen - inspection



72.20.00 Page 1

Jul 1, 2003

A I R I N T A K E A S S E M B L Y O F T H E E N G I N E


Air is supplied to the engine from a plenum to which it is being delivered due to the reverse

flow layout, via the lower supply duct with its inlet opening in front of the engine nacelle.

Plenum is surrounded by two vertical walls and by the engine nacelle. This of approximately

conical shape in this part. The engine and airframe installation pass through this plenum; the

engine mounts are located there as well. The engine intake assembly is separated from the

front and rear part of the inner space of the nacelle by vertical walls, the so called air baffles;

thus, entire space of the engine nacelle - in front of this fire bulkhead - is divided into three

independent fire zones.

The engine intake assembly itself is formed, in an engine of reverse flow layout, by the air

intake casing that is an integral part of the compressor and, at the same time, supports the

accessory gear box situated in the rear of the engine.

The main purpose of the intake casing is to deliver air to the compressor and, to change, at

the same time, the direction of its flow from radial to the axial one - of course with low losses.

The casing serves also as a support for the compressor rotor and forms the fore wall of the

oil tank.

The engine intake is protected from ingestion of foreign objects by means of protective

screen on the intake casing; against sand, ice and large amounts of water by means of tilting

down the vane in the intake channel of the engine nacelle.

The air intake assembly of the engine consists of

- the air intake casing

- the air baffles, and

- the protection devices

Longitudinal section of the air intake assembly of the engine is shown in Fig. 1.

The fire protection devices of the engine air intake are described in the Airplane Maintenance

Manual.



72.20.00 Page 2 Jul 1, 2003

THE ENGINE AIR INTAKE ASSEMBLY

Fig. 1



72.21.00 Page 1

Jul 1, 2003

A I R I N T A K E C A S I N G


The intake casing is longitudinally arranged in between the supporting cone connected

directly to the centrifugal compressor casing and the accessory gearbox. The intake casing is

chip machined of light alloy forging.

The intake casing forms a radial-axial channel with the vanes arranged so as to direct the

airflow to the compressor entry, with the necessary swirl. As a supporting and connecting

element that is, as a matter of fact, interrupted by the intake channel, the intake casing and

the supporting cone are designed with sufficient rigidity. This is ensured by the conical shape

of the supporting cone as well as by the rigid and thoroughly anchored vanes of the intake

channel.

The intake casing supports axial-radial bearing of the gas generator rotor by means of an

elastic holder. The forces generated by the rotor are transmitted by the casing via supporting

cone to the outer supporting parts of the engine. Compressor rotor assembly is described in

72.30.

Central inner part of the casing forms an oil compartment to which lubricating and cooling oil

is fed for the bearing. Then oil flows out gravity-fed to the space of the accessory gearbox.

The rear wall of the casing demarcates thus the oil tank of the accessory box. By means of

circular flanges with centering shoulders and bolted joints, the intake casing is mounted

through the supporting cone to the centrifugal compressor casing. The air bleed casing

centering shoulder is clearance fitted to the inner part of the casing.

The air intake channel outer diameter is adapted for mounting the air intake protective

screen.

The rear flange connected to the accessory gearbox is sealed by means of rubber packing

and, on its outer perimeter, set of lugs is provided. These lugs serve for mounting the rear air

baffle of the engine. The air baffle fastening bolts serve also for mounting the water spray

ring brackets. Water is injected in the engine either to increase its power or to rinse the

compressor air path when clogged.



72.21.00 Page 2 Jul 1, 2003



72.22.00 Page 1

Jul 1, 2003

A I R B A F F L E S


Plenum from which air is supplied to the compressor is demarcated, apart from the outer

lining of the engine nacelle, by two vertical walls designed as air baffles. These baffles

separate the intake plenum from the front and rear compartment of the engine nacelle. Air

baffles form a part of the engine installation.

The front air baffle is mounted to the centrifugal compressor casing rear the flange that

connects together the front and rear part of the engine. The rear air baffle is mounted to the

rear flange of the air intake casing. The baffles are made of stainless steel sheet. The front

as well as the rear one are consisting of two sections. They are mounted to the engine by

bolted joints.

Engine outer installation as well as the airframe cable harness pass through the air baffles.

The pipes and cables that pass through the baffles are sealed by fireproof packing.

The configuration of the front as well as of rear baffle, together with the definition of the

openings, is presented in Fig. 1 and Fig. 2.

The design of the fireproof packing and the mounting of the baffles on the engine are shown

in Fig. 3.



72.22.00 Page 2 Jul 1, 2003

Legend: 1 - bushing for the airframe installation cable harness 2 - bushing for the propeller manual actuation linkage 3 - bushing for the torquemeter oil pressure pipe 4 - opening for propeller actuation 5 - bushing for oil pipe from the feathering pump 6 - bushing for the return oil pipe from the generator rotor bearing 7 - bushing for fuel drainage pipe 8 - bushing for the return oil pipe from the reduction gearbox 9 - bushing for the pressure oil pipe to the reduction gearbox and to the generator rotor

bearing 10 - bushing for the pipe of the turbine cooling air and for pressurising the seal of the

power turbine rotor 11 - screw union for the fire-extinguishing collector 12 - hole for mounting the fire-extinguishing collector, earthing and for the propeller

actuation holder

FRONT AIR BAFFLE (viewed in the direction of flight)

Fig. 1



72.22.00 Page 3

Jul 1, 2003

Legend:

1 - bushing for the airframe installation cable harness

2 - bushing for the propeller manual actuation linkage

3 - bushing for water injection manifold

4 - bushing for propeller actuation

5 - screw union for air condition system connection

6 - bushing for the supply of fuel to the engine

7 - bushing for the pressure air pipe to the engine control unit

8 - screw union for pipe feeding oil from the feathering pump to the propeller governor

9 - bushing for fuel drainage pipe

10 - hole for the fire-extinguishing collector brackets

11 - bushing for the sparking plugs harness

12 - bushing for the engine mounting brace

13 - screw union for the fire-extinguishing collector

REAR AIR BAFFLE (viewed in the direction of flight)

Fig. 2



72.22.00 Page 4 Jul 1, 2003

Legend:

I - Bushing for the pipe passing through the baffle-detail

1 - rubber packing

2 - thermal protection

3 - lids

II - Sealing the front baffle - on engine perimeter

4 - rubber packing

5 - engine outer surface

III - Sealing the rear baffle - detail

6 - air baffle

DESIGN FEATURES OF AIR BAFFLES

Fig. 3



72.22.00 Page 101

Jul 1, 2003

A I R B A F F L E S

TROUBLESHOOTING

No faults are expected. Possible shortcomings found during periodical inspection will be

eliminated within the warranty period by the manufacturer′s service department.

For elimination of faults at engines after warrantee period contact the organization authorized

to engine technical services.



72.22.00 Page 102 Jul 1, 2003



72.22.00 Page 201

Jul 1, 2003

A I R B A F F L E S

SERVICING

In operation the air baffles are being inspected at intervals according to the section 5

„Inspections“. The inspection procedures are described in the following technological

instructions.



72.22.00 Page 202 Jul 1, 2003



72.22.00 Page 601

Jul 1, 2003


On pages

601

Name of work

Inspection of engine air baffles


0.25

Working procedures and technical requirements Further work

Check

1. Check visually the front air baffle for cracks.

2. Check visually mounting of the front baffle and fixing of the

bushings for outer piping installation.

3. Check visually the rear air baffle for cracks.

4. Check mounting of the rear baffle on the engine, fixing of the

bushings for outer piping installation and the bushing for the

spark plug cable.

Refer to

Page 101




72.22.00 Page 602 Jul 1, 2003



72.23.00 Page 1

Jul 1, 2003

A I R I N T A K E P R O T E C T I O N


Engine air intake protection that belongs to the engine consists of a removable protective

screen that bears, on its one side, against the collar on the air intake casing and, on its other

side, against the screen holder. The screen is made of stainless mesh bordered on its

perimeter by metal sheet. In its parting plane, the screen is bound together by binding wire

after its mounting on the casing.

Engine air intake protection that forms a part of the airframe is described in the Airplane

Maintenance Manual.



72.23.00 Page 2 Jul 1, 2003



72.23.00 Page 101

Jul 1, 2003


TROUBLE SHOOTING

Con. No. Ascertained defect Probable cause Manner of repair

1. Screen damage Replace by a new one Ref. 72.23.00, pages 401 to 405

2. Fouling of the screen Clean it Ref. 72.23.00, pages 401 to 405, 72.23.00, page 601



72.23.00 Page 102 Jul 1, 2003



72.23.00 Page 201

Jul 1, 2003


SERVICING

The protective screen mounted on the air intake casing may become fouled during engine

operation by deposits; it can also be damaged by a foreign object. Regular inspections of the

screen are performed in accordance with Airplane Maintenance Instructions.

Inspections of the condition of the protective screen as well as its removal and mounting in

case of its thorough cleaning, replacement or, when the condition of the 1st stage blades of

the axial compressor is checked, are carried out in accordance with the following

technological instructions.



72.23.00 Page 202 Jul 1, 2003



72.23.00 Page 401

Jul 1, 2003


On pages

401 to 405

Name of work

Removal and installation of the intake protective screen


2.00


1. Removal

1.1 Cut and remove the binding wire connecting the middle

pairs of hooks of the compressor screen splicing.

Refer to

Page 101

Aid for compressor blade

inspection M601-913.9

Pincers

Flat pliers

Screwdriver

Clean cloth



- 1.5 m




72.23.00 Page 402 Jul 1, 2003


On pages

401 to 405

Name of work



2.00


1.2 Set the aid Dwg. No. 601-913.9 on the hooks free of the

binding wire so that both ends of the screen will be drawn

together - see Fig. 401.

Fig. 401

1.3 Cut and remove the binding wire from the remaining hooks,

remove the aid and uncouple the screen.



72.23.00 Page 403

Jul 1, 2003


On pages

401 to 405

Name of work



2.00


1.4 Bend slightly two extreme right hooks of the lower part of

the screen by pliers so that their tips will contact each other -

see Fig. 402.

Slight bending of the hooks is necessary because they have

to be pushed through a narrow gap between the oil pipes of

the reduction gearbox.

Fig. 402



72.23.00 Page 404 Jul 1, 2003


On pages

401 to 405

Name of work



2.00


1.5 Turn the screen along the perimeter of the holder so that its

end B - see Fig. 403 - may pass in between the oil pipe and

the fire-signalling device. The other end A should be pushed

through along the oil pipes. A screwdriver can be used as

an extension adapter to push the screen end along the

pipes - see Fig. 403.

Fig. 403



72.23.00 Page 405

Jul 1, 2003


On pages

401 to 405

Name of work



2.00


1.6 Clean the intake channel and the screen - as removed - by

means of a clean cloth.

2. Installation

2.1 Push the A end of the clean screen in between the oil pipe

and the fire signalling device onto the perimeter of the

intake channel. Locate the screen splicing in its original

position.

2.2 Straighten the slightly bent hooks to their original shape.

2.3 Mount the aid No. M601-913.9 on the middle hooks and

draw the ends together.

2.4 Using a two-fold binding wire, join the two outer pairs of

hooks.

2.5 Remove the aid No. M601-913.9.

2.6 Join together the middle pairs of hooks with a two-fold

binding wire.



72.23.00 Page 406 Jul 1, 2003



72.23.00 Page 601

Jul 1, 2003


On pages

601

Name of work

Intake protective screen - inspection


0.25


1. Check the screen splicing wire.

2. Check visually the condition of the screen. Remove impurities

and clean the outer side of screen using a clean cloth.

Refer to

Page 101

Clean cloth




72.23.00 Page 602 Jul 1, 2003



72.30

COMPRESSOR




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page Date

72.30 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.30 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.30 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.30.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 72.31.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Blank Jul 1, 2003 72.31.01 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.31.02 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.31.03 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.32.00 1 Jul 1, 2003 2 Blank Jul 1, 2003


point Page Date

72.32.01 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.32.02 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.32.03 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.33.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Blank Jul 1, 2003 601 Jul 1, 2003 602 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

72.30.00 COMPRESSOR


72.31.00 AXIAL COMPRESSOR


- Troubleshooting

- Servicing

- Compressor 1st stage rotor blades - inspection

72.31.01 STATOR OF THE AXIAL COMPRESSOR


72.31.02 ROTOR OF THE AXIAL COMPRESSOR


72.31.03 AIR BLEED CASING


72.32.00 CENTRIFUGAL COMPRESSOR


72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR


72.32.02 REAR WALL


72.32.03 ROTOR OF THE CENTRIFUGAL COMPRESSOR


72.33.00 ENGINE MOUNTING SYSTEM


- Troubleshooting

- Servicing

- M601-907.9 engine mounts - replacement

- The M601-907.9 engine mounts - inspection of the rubber blocks



72.30.00 Page 1

Jul 1, 2003

C O M P R E S S O R


The compressor is the main part of the gas generator. It is of mixed type: two axial-flow

stages followed by one centrifugal stage. They are driven by the generator turbine. Owing to

the reverse flow configuration the sense of airflow through the compressor corresponds with

the direction of flight. The compressor is at the same time the main supporting part of the

engine. It bears the elastically supported pins for engine mounting in the airframe. The

dimensions of the centrifugal compressor determine the cross section of the engine.

The air supplied from the atmosphere is compressed in the compressor and delivered to the

combustion chamber for burning of the required amount of fuel.

The air supplied by the compressor flows through the channel of the intake casing where it

passes through the set of vanes with swirl required for the effective performance of the 1st

stage of the axial compressor. The axial compressor is of two-stage layout with fixed stator

blades adjustment. At the 2nd stage outlet, air is bled, through the openings on the drum

surface, for choking the labyrinth seal of the oil compartment of the elastically supported ball

bearing of the generator rotor in order to prevent oil leakage. Air is also bled through a

number of small windows in the stator casing in order to ensure surge free operation of the

compressor at low power ratings. Air is also fed from there for cooling the hot parts of the

engine as well as for choking the seal of the roller bearing of the power turbine rotor.

From the axial compressor, air flows to the centrifugal compressor impeller and, after that,

through the vane-less and van-diffusers. In the centrifugal compressor the largest part of air

compression takes place. By simple bend the radial direction of flow is changed to the axial

one. The helical flow is then directed to the axial direction by a row of straightening vanes

situated behind the air path bend.

In the bend at the van-diffuser vanes outlet, air is bled through the holes in the wall of the

channel to provide for the aircraft needs. From these holes, air is fed into a peripheral cavity

in the casing to the bleeding flange. The air is used as for cabin conditioning and as for

another aircraft needs.



72.30.00 Page 2 Jul 1, 2003

The compressor consists of:

- the axial compressor including the rotor support and the seal of the oil compartment of the

bearing in the intake casing and, of the air bleed for compressor proper operation;

- the centrifugal compressor with the connecting main shaft in between the centrifugal

compressor impeller and the generator turbine disk and, with air bleed for the needs of the

engine as well as of the airframe;

- the engine mounting system.

Longitudinal section of the compressor is presented in Fig. 1.



72.30.00 Page 3

Jul 1, 2003

COMPRESSOR - LONGITUDINAL SECTION

Fig. 1



72.30.00 Page 4 Jul 1, 2003



72.31.00 Page 1

Jul 1, 2003

A X I A L C O M P R E S S O R


The axial compressor is the front part of the mixed compressor; it consists of two stages. The

axial compressor sucks up the air from the intake channel directed into the axial direction by

a set of vanes in the intake casing and compresses the air. The compressed air from the

stator vanes of the second stage enters directly the centrifugal compressor impeller.

The axial compressor casing assembly is situated in the air-bleed casing. The rotor of the

axial compressor is a subassembly of the generator rotor.



72.31.00 Page 2 Jul 1, 2003



72.31.00 Page 101

Jul 1, 2003


TROUBLE SHOOTING

When a fault is found on axial compressor at an engine within the warranty period, contact

the manufacturer's service department. For elimination of faults at engines after warranty

period contact organization authorized to engine technical services.



72.31.00 Page 102 Jul 1, 2003



72.31.00 Page 201

Jul 1, 2003


SERVICING

Inspection of the rotor blades of the 1st stage of the axial compressor is carried out only in

extraordinary cases when there is reasonable suspicion of compressor defect, e.g. at

a sudden drop of engine power or at a radical change in engine parameters. We recommend to

carry out this inspection only after consultation with the manufacturer's service department.



72.31.00 Page 202 Jul 1, 2003



72.31.00 Page 601

Jul 1, 2003


On pages

601 to 603

Name of work

Compressor 1st stage rotor blades - inspection Manpower required (Manhours)

1.2


1. Cut and remove the binding wire connecting the middle pairs of hooks of the compressor screen splicing.

2. Set the aid Dwg. No. 601-913.9 on the hooks free of the binding wire so that both ends of the screen will be drawn together.

3. Cut and remove the binding wire from the remaining hooks.

4. Release the aid and open the screen for distance necessary to insert the mirror of the aid inside the inlet channel.

5. Using the mirror and the torch check the leading edges of the 1st stage of axial compressor rotor blades for damage. Turn by the compressor rotor using the ratchet for manual turning. If some damage of leading edges has been found, contact the Service Dpt. of engine manufacturer.

6. After the inspection has been finished restore the original position of the protective screen. Mount the aid No. M601-903.9 on the middle hooks and draw both ends together.

7. Using a two-fold binding wire, join the two outer pair of hooks. Remove the aid and join together remaining hooks by the binding wire.

8. Record into the Engine Log Book the compressor blades inspection and damage that has been found.

Torch or hand lamp Aid for compressor blade inspection M601-913.9

Pincers

Flat pliers

Ratchet for engine turning

Torch

Clean cloth

Binding wire dia 0.8 mm of stainless steel 17 246.4 – 1.5 m




72.31.00 Page 602 Jul 1, 2003


On pages

601 to 603

Name of work

Compressor 1st stage rotor blades - inspection


1.2


For limits of acceptable damage of the axial compressor 1st

stage rotor blades ref. Fig. 601. They are as follows:

(a) Shallow cuts to depth 0.2 mm are acceptable on both

leading and trailing edges along their whole length.

(b) In the area „B“ (i.e. more than 15 mm from the blade rot) the

total number of cuts of depth up to 1 mm must not exceed

5 cuts (sum of cuts on both edges). The distance between

individual cuts in the same edge has to be at least 5 mm.

(c) Leading edge buckling in the „B“ area, of length max. 3 mm

and depth max. 1 mm (perpendicular to the blade profile) is

acceptable.

(d) Max. acceptable length of lost material area in leading edge

tip of all blades is 4 mm.

(e) Leading edge tip bend up to 45° is acceptable within the

length 3 mm. The number of blades damaged that way must

not exceed five.

(f) No cracks are permitted.

If further types of blade damage to those stated in Para (a)

through to (e) have been met, it is necessary to contact the

organization authorized to technical services.



72.31.00 Page 603

Jul 1, 2003


On pages

601 to 603

Name of work

Compressor 1st stage rotor blades - inspection


1.2


FIRST STAGE COMPRESSOR BLADE LIMITS OF ACCEPTABLE DAMAGE

Fig. 601



72.31.00 Page 604 Jul 1, 2003



72.31.01 Page 1

Jul 1, 2003

S T A T O R O F T H E A X I A L C O M P R E S S O R


The stator assembly of the axial compressor is located in the casing of the axial compressor.

The casing of the axial compressor is a precise machined light-alloy casting. It is supported

by the inner flange in the air bleed casing. The second support forms a loose fit centering

shoulder. The inner part of the casing forms an outer wall of the air duct. Stator blades of

both stages are fastened by two pins. The outer pins with a shoulder are fixed in the casing

and fastened by means of nuts, secured against loosening. On the blades inner pins,

longitudinally as well as transversely split rings of the bushes of the inter-stage labyrinth

seals are mounted. The bushes feature a very soft metallic coating that allows for possible

contact of the rotor blade tips at greater displacements. The casing of the axial compressor is

divided along its longitudinal vertical plane, together with the entire inter-stage packing. Each

of both halves of the casing is completely independent. They are bolted together by means of

two longitudinal flanges. A certain number of bolts are precision fitted to secure steady

mutual position of both halves. The advantage of split casing is in easy mounting.



72.31.01 Page 2 Jul 1, 2003



72.31.02 Page 1

Jul 1, 2003

R O T O R O F T H E A X I A L C O M P R E S S O R


The main part of the axial compressor rotor is a drum including the 1st and 2nd stage disks.

The disks are electron beam welded together in their cylindrical parts. There is a stub pin

with a ball bearing supporting face on the front wall of the drum. Behind the bearing the oil

sprinkling ring is located on the pin. Behind the face shoulder, there is a labyrinth seal of the

bearing oil compartment. The sealing bush is made of soft metal. The seal is choked by the

air fed from the air bleed casing behind the axial compressor. The air prevents from oil

penetration in to the engine air path.

The ball bearing is seated in an elastic support. By means of elastic deformation of the

rectangular longitudinal beams of the support, damping of rotor vibrations, if any, is provided.

The elastic support is fitted to the inner hub in the intake casing. The bearing is lubricated by

means of two nozzles with pressure oil, and the return oil is scavenged through the return oil

manifold to the intake compartment of the oil pump.

Mounted to the inner hub of the intake casing is also fitted the bush of the labyrinth packing.

The 1st and 2nd stage rotor blades are mounted in their disks in skew dovetail grooves. They

are secured against displacement by means of retainer rings seated in slots on the disk rim

inner surface. The retainer rings fit, at the same time, into the corresponding slots in the

blades. In between the disks and behind the disk of the 2nd stage, the drum is provided by

labyrinth edges that form inter-stage seals. Behind the 2nd stage labyrinth seal, there are

openings on the drum surface for air bleeding to provide for choking the bearing oil seal. At

this end of the drum, a flange joint is provided, connecting the drum to the centrifugal

compressor impeller.



72.31.02 Page 2 Jul 1, 2003



72.31.03 Page 1

Jul 1, 2003

A I R B L E E D C A S I N G


The air bleed casing provides the supporting system of the axial compressor casing. This is

mounted to the air bleed casing inner flange centering shoulder. At the opposite end of the

air bleed casing on its inner cylindrical part there is a supporting face for the shoulder of the

axial compressor casing. The air bleed casing is welded of metal sheet and turned parts

made of stainless steel.

The space between the air bleed casing and axial compressor casing is called the bleeding

compartment. Compressed air from the air duct flows to the bleeding compartment through

openings in the casing. To provide for surge free performance of the compressor it is

necessary to bleed a certain amount of air up to the corrected gas generator speed of

90 + 3 %. The axial compressor produces below the above presented speed, greater airflow

than the centrifugal one can suck. From the air bleed compartment air flows via an air bleed

valve to the engine nacelle compartment. The air bleed valve is described in section 75.



72.31.03 Page 2 Jul 1, 2003



72.32.00 Page 1

Jul 1, 2003

C E N T R I F U G A L C O M P R E S S O R


The centrifugal compressor is the second part of the mixed compressor. It consists of a

complete centrifugal stage. It is located, as a whole, in the centrifugal compressor casing.

The casing of the centrifugal compressor is a complex multi-purpose unit that serves, at the

same time, as the main supporting casing of the engine. In the centrifugal compressor, the

largest compression of air takes place. Air flows to the impeller directly from the axial

compressor outlet. In the centrifugal compressor impeller, air is partly accelerated, partly

compressed. Additional compression takes place in the diffuser.

In the bend at the diffuser vanes outlet, air is bled for aircraft needs through the openings in

the wall. The simple bend in the air duct and the row of straightening vanes downstream the

bend, change the helical airflow to the axial direction.



72.32.00 Page 2 Jul 1, 2003



72.32.01 Page 1

Jul 1, 2003

C A S I N G O F T H E C E N T R I F U G A L C O M P R E S S O R


The casing of the centrifugal compressor is multi-purpose unit.

The casing is composed of two main parts: a long tubular part of a large diameter and an

inner structural wall. The casing as a whole is welded of metal sheet and turned parts made

of stainless steel. The outer tubular part is a pressure vessel; it forms an outer wall of the

combustion chamber as well. At the same time, it is the main supporting part of the engine

and is furnished with peripheral flanges with centering shoulders. The peripheral flange on

the tubular part forms a parting plane of the engine; it joins together the generator and the

power section of the engine. The peripheral flange at the end of the structural wall is

connected to the supporting cone of the intake casing. From outside in the plane of the inner

wall supporting pads for engine mounts are welded on; the mounts are fastened to the

casing by bolts. To the inner wall that is one of two walls of the centrifugal compressor

diffuser the rear wall of the centrifugal compressor is mounted. Diffuser vanes form a

connecting link between the both walls.

In the bend of the diffuser duct between the trailing edges of the diffuser vanes, there are the

holes of small diameter through which air is bled to a special annular compartment on the

periphery of the centrifugal compressor casing. From the latter compartment, air is supplied

for air conditioning and for other needs of the aircraft.

On the tubular part of the casing, there are pads for mounting of igniters, of the fuel supply

manifold and for the air bleed for the fuel control system and for the control of the air bleed

valve.

On the inner baffle, at the end adjoining to the intake casing, there is a flange with centering

shoulder for the air bleed casing fastening. The flange of the impeller cover is mounted

between the flanges of the air bleed casing and centrifugal compressor casing.

The impeller cover forms an outer wall of the impeller duct and, at the same time, it is linked

by means of a shoulder with the axial compressor casing.



72.32.01 Page 2 Jul 1, 2003



72.32.02 Page 1

Jul 1, 2003

R E A R W A L L


The centrifugal compressor rear wall is a multi-purpose unit and forms the second wall of the

diffuser duct. It has the configuration of a complex three-dimensional plate whose thickness

is proportional to the load. The wall is a pressure partition between the compressor and the

combustion chamber. It is made of stainless steel.

The diffuser vanes are fixed by pins in the holes in the rear wall. The diffuser vanes are

provided with threaded pins on both sides. The second pins are slid into the holes in the

transversal wall of the centrifugal compressor casing. The vanes are secured against angular

displacement by means of two pins. Air flows from the diffuser duct in radial direction; then is

bent to axial direction. However, it has a considerable swirl; for this reason, straightening

vanes are brazed on the outer part of the rear wall. The vanes direct the airflow to the axial

outlet into the combustion chamber.

Mounted to the rear wall adjoining the combustion chamber are a shield, fuel manifold and

bushes of the labyrinth seal of the main shaft.



72.32.02 Page 2 Jul 1, 2003



72.32.03 Page 1

Jul 1, 2003

R O T O R O F T H E C E N T R I F U G A L C O M P R E S S O R


The impeller is the main part of the rotor of the centrifugal compressor. The main shaft links

the impeller of the centrifugal compressor with the disk of the generator turbine. The impeller

is integral with the inducer. It is machined from titanium alloy forging of high quality.

The impeller is provided with centering shoulders on both sides for flange connections to the

drum and main shaft. Fitted bolts which pass through the holes in the impeller, fasten the

impeller to the above components.

In order to provide for the required high compression ratio in the centrifugal compressor, the

air must be considerably accelerated. That is why the vanes are of a complex three-

dimensional configuration, from their leading edges up to the trailing edges at the impeller

outlet. For the same reason, two types of vanes we can find on the impeller. The main ones,

whose leading edges form the inducer, and the splitter vanes, which improve the flow in the

main vane channels in the outer part of the impeller, and thus ensure as uniform outflow from

the impeller as possible.

The main shaft transmits the power required for driving the rotor of the compressor from the

generator turbine. It is made of a forging of stainless steel. On both ends, it has flanges and

openings for the joints with both centrifugal compressor impeller and the disk of the

generator turbine. The bolts of the joint with the centrifugal compressor impeller are uniformly

tightened and their nuts are located inside the shaft in the place of increased diameter.

On the outer surface of the main shaft, there are the edges of labyrinth seals. The long

labyrinth seals the compartment of the inner flame tube from the space of the generator

turbine disk while the other labyrinths seal the compartment of the combustion chamber from

the space behind the impeller of the centrifugal compressor. The amount of air which passes

through the first labyrinth is directed through the main shaft openings and the through its

inside to cool the generator turbine. The main shaft flange is especially adapted for the

passage of cooling air.



72.32.03 Page 2 Jul 1, 2003



72.33.00 Page 1

Jul 1, 2003

E N G I N E M O U N T I N G S Y S T E M


On the casing of the centrifugal compressor, engine mounts are fastened to three supporting

pads by means of screws and nuts. The mounts are made of light-alloy forgings. Mounting

pins supported by vulcanised rubber blocks connect the engine to the mounting ring of the

engine mounting system. The rubber blocks are efficient dampers of engine vibration that

would otherwise be transmitted to the airframe.



72.33.00 Page 2 Jul 1, 2003



72.33.00 Page 101

Jul 1, 2003

E N G I N E M O U N T I N G S Y S T E M

TROUBLE SHOOTING

Con. No. Ascertained defect Probable cause Manner of repair

1. Strongly cracked surface of the rubber part of the mount

Material fault Change by a new one



72.33.00 Page 102 Jul 1, 2003



72.33.00 Page 201

Jul 1, 2003

T H E M O U N T I N G S Y S T E M

SERVICING

Inspections of the engine mounts in the course of operation are performed at intervals shown

in the Airplane Maintenance Instructions. Inspection procedures are described in the




72.33.00 Page 202 Jul 1, 2003



72.33.00 Page 401

Jul 1, 2003


On pages

401 to 403

Name of work

M601-907.9 engine mounts - replacement Manpower required (Manhours)

2.00


Replacement procedure is identical for all mounts. If it is necessary

to replace all engine mounts, the replacement must be performed

successively; only one mount may be removed from the engine at a

time.

Dismantling

1. Sling the engine by its front lifting eye on a hand-operated

crane or similar suitable equipment. The sling must be

strained so that the engine is not lifted up or it does not sink

down during the pin mounting.

Refer to

Page 101

Manually operated crane

Pincers

Screwdriver

Wrench s=17 mm

Adapter

s=14 mm M601-9018.9

Torque spanner OMK 10

Flat pliers

Split pin

2.5x22 ČSN 02 1781.09


of stainless steel 17 246.4 -

1.5 m




72.33.00 Page 402 Jul 1, 2003


On pages

401 to 403

Name of work


2.00


NOTE: A mount may also be replaced without using a lifting

equipment provided you ensure proper position of the

engine required for installing the pin.

2. Using wrench s=17 mm, loosen the crown nut of the

mounting pin Dwg. No. M601.91-449.5 and with draw the pin.

3. Using the torque spanner and adapter s=14 mm, loosen

4 nuts of the mounts housing and remove the mount off the

engine.

Mounting

1. Slip the mount Dwg. No. M601.91-974 with its seating base

perfectly cleaned on the insulating shim and on four studs in

the mounting pad.

2. Slip 4 washers LN 5132 on studs, screw on 4 nuts LN 5409

and tighten them using a torque spanner with adapter;

fastening torque 25 ± 1.5 Nm as prescribed in the installation

drawing.



72.33.00 Page 403

Jul 1, 2003


On pages

401 to 403

Name of work


2.00


3. Secure the nuts using binding wire.

4. Check visually proper position of the hole for the mounting pin

on the engine mounting ring and of the hole in the mount. If

not aligned, turn the engine carefully, using the lifting

equipment, in the required direction.

5. Slip the pin into the mount, slip the washer on and tighten the

nut by the prescribed torque 58.84 to 63.74 Nm (6.0 to

6.5 kpm) by torque spanner OMK 10, adapter s=17 mm,

included in the aircraft tool kit.

6. Secure the nut by a split pin.



72.33.00 Page 404 Jul 1, 2003



72.33.00 Page 601

Jul 1, 2003


On pages

601 to 602

Name of work

The M601 - 907.9 engine mounts - inspection of the rubber blocks


0.25


1. Inspect visually the mount shock absorbers without dismantling.

Check the condition of the rubber blocks - see Fig. 601. Inspect

for cracks or swelling. A rubber ring visible along the periphery

of the holes in of the mount housing (area A) represents no fault.

Refer to

Page 101

Fig. 601

Torch or portable lamp Clean cloth




72.33.00 Page 602 Jul 1, 2003



72.40

COMBUSTION CHAMBER




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page Date

72.40 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.40 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.40 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.40.00 1 Jul 1, 2003 2 Jul 1, 2003 72.41.00 1 Jul 1, 2003 2 Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 72.42.00 1 Jul 1, 2003 2 Jul 1, 2003 72.43.00 1 Jul 1, 2003 2 Blank Jul 1, 2003


point Page Date




Jul 1, 2003

CONTENTS

72.40.00 COMBUSTION CHAMBER


72.41.00 FLAME TUBE


- Detailed visual inspection of the combustion chamber flame tubes using endoscope

72.42.00 FUEL SUPPLY


72.43.00 SEALS AND SHIELD




72.40.00 Page 1

Jul 1, 2003

C O M B U S T I O N C H A M B E R


In the combustion chamber, which is located in the engine middle part, thermal energy is

released due to fuel burning. Thermal energy is then converted in the turbine in mechanical

work. The combustion chamber is of annular shape with reverse flow arrangement; this

results from the engine concept. It is characterized by small axial depth and enables

utilization of the space in radial direction demarcated by the dimension of the compressor.

The combustion chamber consists of the following parts:

- flame tube composed by the outer and inner parts,

- fuel supply,

- seals and shield.

Longitudinal section of the combustion chamber is shown in Fig. 1.

Air is supplied to the combustion chamber approximately in axial direction. Air enters the

inner compartment of the flame tube directly through the set of slots and holes made in the

flame tube wall. Another part of air, which also takes part in combustion of fuel, flows in the

flame tube through the hollows in the turbine nozzle guide vanes and through the holes in the

inner liner.

Fuel is fed by the fuel manifold to the fuel distributor from which it is sprayed by 4 nozzles

into a rotating ring that provides for atomisation of fuel and so for proper burning.

Combustion takes place in a space above the spray ring. This space is demarcated by the

radial walls of the outer and inner flame tubes. Secondary combustion and further mixing

with air takes place after the gas flow has been bent into axial direction.

Air leakage from the combustion chamber in the direction towards the compressor and

generator turbine is limited by labyrinth seals.

To prevent the compressor rear wall from warning caused by the thermal radiation and thus,

from its possible deformation, a shield made of metal sheet is inserted between the vertical

wall of the outer flame tube and the compressor. The shield, together with the fuel distributor

is fastened to the rear wall of the compressor.

Draining of fuel residues from the combustion chamber, that can occur, is described in section

73.



72.40.00 Page 2 Jul 1, 2003

COMBUSTION CHAMBER - LONGITUDINAL SECTION

Fig. 1



72.41.00 Page 1

Jul 1, 2003

F L A M E T U B E


Fuel combustion, i.e. the process of heat release, takes place in the flame tube in the course

of fuel oxidation by air oxygen. Proper conditions are created through perfect atomisation of

the fuel fed by the spray ring and through appropriate air supply through the set of holes in

the outer and inner flame tubes. Air is supplied both into the primary zone in the space above

the spray ring and into the dilution zone in front of the generator turbine nozzle guide vane

ring.

The configuration of the inner flame tube and the arrangement of its holes - these are the

main factors for creation and stabilization of the reverse swirl in the primary zone of burning

which is required for safe function of the combustion chamber at all conditions that may

come into consideration in the course of engine operation. Stabilization of the process of

combustion is aided by the system of rectangular slots in the vertical wall of the outer flame

tube. Penetrating of combustion products or flame streaking from the primary zone above the

spray ring is prevented by sealing edges found on the inner as well as outer flame tubes

against the rotating fuel spray ring.

Fuel burning is completed in front of the plane of stub tubes inside the outer flame tube

through which the major amount of dilution air is being supplied into the middle of flow of hot

combustion products. The required temperature distribution at the generator turbine nozzle

guide vane ring entry is being ensured by the combustion chamber design.

All parts of the flame tube are made of refractory material.



72.41.00 Page 2 Jul 1, 2003

Outer flame tube

The outer flame tube forms the outer part of the combustion compartment. The front wall is

fitted with radial rectangular slots through which air flows into the zone of combustion above

the spray ring. Downstream the bend of the outer flame tube to the axial direction, there are

two holes for flame streaking from torch igniters into the combustion chamber. Further on, in

the direction towards the turbine, the outer flame tube features air supply holes for secondary

fuel burning and, further downstream, there is a system of riveted stub tubes for supply of

cooling air. Another amount of cooling air enters the inner compartment of the flame tube

through the holes found at the end of the outer flame tube.

At the front partition, the outer flame tube is fitted by means of centering shoulder and

peripheral recesses to the body of the fuel distributor by bayonet joint. On the other end, the

outer flame tube is centered on the centering shoulder and, at the same time, it is prevented

from turning by means of its cutouts that are axially slipped on 10 lugs of the generator

turbine nozzle guide vane ring. The entire outer flame tube is welded, with the exception of

the riveted stub tubes.

Inner flame tube

The inner flame tube forms the inner part of the combustion chamber. The skewed front wall

of the flame tube features large number of circular holes of various diameters through which

air flows to the primary zone above the spray ring. The metal sheet shell of the inner flame

tube is welded onto a cylindrical bushing which is on one half of its length provided in its

inside by soft lining. The lining forms, together with the rotating edges of the generator rotor,

a labyrinth seal.

On the other end of the cylindrical bushing a set of holes is provided. Through these holes air

flows from the inner compartment of the flame tube to the space in front of the seal. The

cylindrical bushing is a supporting part of the inner flame tube; it is fastened by a flange to

the generator turbine nozzle guide vane ring.



72.41.00 Page 601

Jul 1, 2003


On pages

601 to 602

Name of work

Detailed visual inspection of the combustion chamber flame tubes using endoscope



1. Remove torch igniter (refer to 74.30.00 TORCH IGNITERS – Replacement of the M601-208.9 igniters).

2. Using endoscope inspect and evaluate condition of the inner flame tube as shown below.

Further engine operation can be allowed acc. to Tables 601, 602 and Fig. 601.

3. After inspection install the torch igniter (refer to 74-30-00 TORCH IGNITERS - Replacement of the M601-208.9 igniters).

INNER FLAME TUBE – CRACK AREA LOCATION

Fig. 601

Endoskop Olympus




72.41.00 Page 602 Jul 1, 2003


On pages

601 to 602

Name of work

Detailed visual inspection of the combustion chamber flame tubes using endoscope



Length of the crack Acceptable duration of operation

0 to 50 mm 300 hrs

51 to 80 mm 200 hrs

81 to 120 mm 100 hrs

CRACKS ALONG THE WELD - LOCATIONS I AND II

Table 601

Crack description Acceptable duration of operation

Cracks form closed circumference through holes of the partition

0 hr

Crack between two holes - up to 5 locations

300 hrs

Crack through three holes - up to 3 locations

200 hrs

Crack through four holes - 1 location

100 hrs

Crack through more than four holes 0 hr

Combined number and length of cracks allow shorter time of operation.

CRACKS ON THE FACE PARTITION - LOCATION III

Table 602



72.42.00 Page 1

Jul 1, 2003

F U E L S U P P L Y


Fuel is delivered through the fuel manifold to an annular cavity in the fuel distributor that

serves as a plenum chamber. From here fuel is fed to four fuel nozzles and injected at an

acute angle on the spray ring inner surface.

By this inner surface of the rotating spray ring, fuel is carried away and due to centrifugal

force is pushed into the radial holes drilled in the ring periphery. Fuel, when passed through

the holes, is atomised in a very fine mist that tends to form a perfect mixture with the

entrained air.

Fuel manifold

The fuel manifold passes through a bush fastened and sealed in the tubular part of the

centrifugal compressor casing. To prevent leakage of compressed air from the combustion

chamber, the manifold is sealed by rubber „O“ rings. The manifold is led to the fuel distributor

along the front vertical wall of the outer flame tube and is fastened to the fuel distributor by a

union nut.

Connection to the airframe fuel installation is ensured on the outer side of the engine. Easy

access and reliable inspection of the joint tightness is so enabled. The manifold is welded of

stainless material.

Fuel distributor

The fuel distributor fits - by its shoulder and segment-shaped lugs - the smaller ring of the

outer flame tube and so fixes its position in axial direction. In the shoulder, there is a set of

horizontal holes that feed air to the compartment at the spray ring entry. The fuel distributor

together with the flame tube shield and the body of the seal is fastened by screw to the

centrifugal compressor rear wall. By its small diameter forms a double-strip labyrinth seal that

limits the supply of air to the inner part of the spray ring. In the fuel distributor body in front of

the flange, there is a set of radial holes that enable the passage of air to the doubled

labyrinth seal behind the compressor. The fuel distributor is made of a stainless material.



72.42.00 Page 2 Jul 1, 2003

The spray ring

The spray ring ensures, through its rotation, atomising of the supplied fuel into a very fine

mist at any rating of engine operation. Fuel is fed to its inner part through approximately

tangentially adjusted nozzles of the fuel distributor and is forced, due to the centrifugal force,

into the holes in the outer surface of the ring. A certain amount of air is entrained together

with fuel. Air is fed into the inner space of the ring through a set of horizontal holes in the fuel

manifold shoulder. The ring is by means of the flat-thread screwed on the main shaft

connecting the compressor and the generator turbine. On the shaft, it is centered by means

of a split conical insert. The ring is made of refractory material.



72.43.00 Page 1

Jul 1, 2003

S E A L S A N D S H I E L D


Seals

All seals are of the air-seal type, labyrinth layout. This type of seal is the most advantageous

for sealing of high-speed rotors at minimum losses. Air leakage from the combustion

chamber both in the direction to the turbine and to the compressor is minimized. In both

cases the edges are formed on the rotating shaft. The opposite stator parts are fitted with

soft linings made of heat resistant material. The lining material allows edges penetration into

the lining at great shaft displacement without their damage or without overheating.

The function of the labyrinth seal of the inner flame tube in front of the generator turbine has

already been described. The seal situated in the direction towards the compressor has two

parts. In between is the air bleed via the main shaft for generator turbine cooling. To prevent

disturbing of the airflow in the primary zone above the spray ring by the air supplied to the

seal, the air is supplied by means of a set of holes in the fuel distributor. Thus, seal is choked

mainly by the air drawn from the space behind the shield. The bush of the seal, fitted with

soft lining is centered by means of a flange and fastened to the centrifugal compressor rear

wall, together with the fuel distributor and the shield.

Shield

The shield of the combustion chamber protects the centrifugal compressor rear wall from the

heat radiation effects of the outer flame tube. The shield is slid on the fuel manifold and

fastened on its fastening bolts with a gap enabling supply of air for choking the doubled

labyrinth seal.

The shield is made of stainless steel sheet stiffened by pressed-in fins. A recess with an

opening for the fuel manifold to the fuel distributor is provided.



72.43.00 Page 2 Jul 1, 2003



72.50

TURBINES




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page Date

72.50 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.50 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.50 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.50.00 1 Jul 1, 2003 2 Jul 1, 2003 72.51.00 1 Jul 1, 2003 2 Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 72.52.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 601 Jul 1, 2003 602 Blank Jul 1, 2003 72.53.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003


point Page Date




Jul 1, 2003

CONTENTS

72.50.00 TURBINES


72.51.00 GENERATOR TURBINE


- Detailed inspection of gas generator turbine nozzle guide vane ring using endoscope

- Inspection of gas generator turbine rotor blades using endoscope

72.52.00 POWER TURBINE


- Detailed visual inspection of power turbine rotor blades using endoscope

72.53.00 COOLING AND TEMPERATURE MEASUREMENT




72.50.00 Page 1

Jul 1, 2003

T U R B I N E S


Generator turbine is a part of the generator rotor. The power turbine is connected via the

connecting shaft and the reduction gearbox to the propeller shaft. The sense of rotation of

both turbine rotors is counterclockwise (viewed in the direction of the gas flow). The

generator rotor roller bearing is located between both turbines. Force transmission from this

support is effected via the power turbine nozzle guide vane ring.

Power turbine is overhung on a shaft supported in two bearings. Force transmission of this

arrangement is effected via the supporting cone of the outlet channel to the joint of outlet

liner with the reduction gearbox.

The turbines and other parts located in between the turbines are cooled by air from the

compressor assembly. This air is also used for balancing the generator rotor thrust and for

sealing the bearings against oil leakage.

The bearings are lubricated and cooled by pressure oil sprayed onto their inner rings. From

the bearings, oil is scavenged via the cooler to the oil tank.

At the generator turbine outlet, there are 9 group-connected thermocouples for interturbine

temperature monitoring.

The layout of the turbine assembly is shown in Fig. 1.



72.50.00 Page 2 Jul 1, 2003

TURBINES - LONGITUDINAL SECTION

Fig. 1



72.51.00 Page 1

Jul 1, 2003

G E N E R A T O R T U R B I N E


The generator turbine consists of the stator formed by the nozzle guide vane ring, and the

rotor that consists of the bladed disk and of the rear shaft with a bearing.

The nozzle guide vane ring of the generator turbine consist of an integral cast part that forms

an inner and outer shell with 23 cast blades; turbine casing, inner baffle and thrust ring.

The guide vanes feature on the pressure side of the blade profile openings for cooling the

trailing edge.

The turbine casing is formed by the conical part of the casting projecting in a flange with a

bearing lug. The linkage to the nozzle guide vane ring of the power turbine ensure 18 screws

pressed into the flange of the generator turbine casing. The inner baffle is of complex

configuration and has a flange for mounting the inner flame tube.

The thrust ring is vacuum brazed to the outer shell of the casting and its periphery features

ten lugs for attachment the outer flame tube.

The generator turbine rotor itself consists of a disk and rotor blades secured by means of

hollow securing rivets enabling axial fastening of the blades. The blades are mounted

according to their weight so that the minimum possible initial unbalance of the rotor will be

achieved.

The disk of the generator turbine is made of forged heat-resistant alloy and has a central

opening that provides for the passage of cooling air. On both sides of the disk, there are

centering shoulders; above them are eight through-holes for bolts. On the compressor side,

there is a shoulder that serves for inspection of permanent deformation. The blades are

fastened to the disk rim by skewed three-edge fir-tree serrations.



72.51.00 Page 2 Jul 1, 2003

Generator turbine rotor blades are precision cast. For fastening in the disk, they are fitted

with three-tooth fir-tree roots extended into a short neck above which there is a base forming

a part of the gas channel. The rear part of the shaft is made of stainless steel. The front part

of the shaft is extended into a thin disk that serves for reducing the generator rotor thrust. On

the periphery of the disk there is a labyrinth seal. Behind the disk is a spiral oil seal and,

further a splined cylindrical pin for supporting the inner ring of the bearing. The inner bearing

ring is clamped by a ring nut secured by a dish-shaped lock of sheet metal. The rear shaft,

together with the rotor, is fastened to the compressor shaft by the eight bolts with special

nuts secured by safety locks of sheet metal. The bolts have shaped centering shoulders to

provide for cooling air passage. Between the bolt holes in the rear shaft, there are threaded

holes for balancing plugs.



72.51.00 Page 601

Jul 1, 2003


On pages

601

Name of work

Detailed inspection of gas generator turbine nozzle guide vane ring using endoscope



1. Remove one torch igniter (ref. 74.30.00 TORCH IGNITERS –

Replacement of the M601-208.9 igniters).

2. Using endoscope check and evaluate condition of vanes in

the nozzle guide ring.

Acceptable damages to vanes and shrouds of the nozzle

guide vane ring are nicks and pits of max. 0.5 mm depth and

area of max. 2 mm2. The heat corrosion of alitized layer or

cracking of this layer that is visible at endoscope inspection is

not acceptable. The layer of foreign material on vanes and

shrouds coming from unwanted Shoop process is acceptable

as far as it is fluently joined to the vane profile.

3. After endoscope inspection has been finished install the torch

igniter again.

Olympus endoscope




72.51.00 Page 602 Jul 1, 2003


On pages

602

Name of work

Inspection of gas generator turbine rotor blades using endoscope



1. After torch igniter removal and endoscope inspection of

nozzle guide vane ring have been finished check and

evaluate the condition of gas generator turbine rotor blades.

At inspection of individual blades use the manual turning of

gas generator rotor by means of the ratchet spanner.

NOTE: At manual turning of the rotor prevent from contact of

the endoscope head with the gas generator turbine

rotor blades.

Acceptable damages to the turbine rotor blades:

- Mechanical damage and deformations of depth of 0.5 mm

and area of max. 3 mm2 without sharp edges or cracks in

the area of blade leading edge in 1/3 of blade length from

the blade top.

- Mechanical damage of blade, as break, bend or crack on

any part of the blade is not acceptable.

2. After endoscope inspection has been finished install the torch

igniter again.

Olympus endoscope




72.52.00 Page 1

Jul 1, 2003

P O W E R T U R B I N E


The power turbine consists of the stator that includes, first of all, a nozzle guide vane ring

with bearings supporting system, and of the rotor.

The nozzle guide vane ring of the power turbine is made of refractory material and consists

of an inner and outer shell, nineteen guide vanes, power turbine casing, middle flange and a

conical wall with outer flange.

On the outer shell, there are nine bushings for thermocouples of the interturbine temperature

measuring device. Resistance-welded on the inner shell are the inner baffle with a generator

rotor bearing fastening flange and the shielding sheets. Other parts, with the exception of

guide vanes, are fusion-welded together. Guide vanes are made of metal sheet and

resistance-welded at trailing edges and brazed onto the shells.

The turbine casing has a cylindrical inner working surface. On the outer surface of the

casing, there are three stiffening ribs; two of which serve for mounting the sealing ring.

A groove is milled in the face of the middle flange. The gas generator turbine nozzle guide

vane ring boss is seated in this groove. Above the groove there are the holes for connecting

bolts.

To the middle flange, a sheet-metal conical wall with a flange for fastening on the outer

supporting engine casing is welded.

Centered on the flange of the inner wall are the seal bush and the rear generator bearing

housing. The seal bush forms a smooth part of the air and oil seals. Between them, there is a

set of holes coinciding with the holes in the inner flange for cooling airflow. The bearing outer

ring is installed in the rear bearing housing. The outer ring is secured by a retainer ring.

The bearing housing is closed by a cover fastened on the studs of the seal. Mounted on the

cover there are the pipes for oil supply and return. All joints which come into contact with oil

are sealed with special cement. The connection of oil pipes to the outer oil installation is

ensured by a union nut and a supporting ring. The tightness of the joint is secured by a cone

formed by an expanded end of a pipe.



72.52.00 Page 2 Jul 1, 2003

The pipe of oil supply has on its outlet a brazed-on union for its connection to the housing

cover. A brass nozzle is screwed on into the union so that the joint between the flange and

the cover will be not exposed to the internal pressure in the oil system.

The oil return pipe has a simple connecting flange brazed on its outlet end.

Both oil pipes pass through the hollows in the vanes of the power turbine nozzle guide vane

ring and are shaped so that safe distance between their surface and the parts through which

they pass will be provided.

Similarly as the oil pipes, the cooling air supply pipe is also passed to the space between the

turbines. This pipe reaches with its free end above the cover of the oil compartment. The

flange of the air pipe is so designed as to define the amount of the air supplied.

The inner space of the power turbine nozzle guide vane ring is separated from the power

turbine rotor by a deflector that is fastened by 12 bolts on its periphery. The deflector

features openings for the cooling air passage to the power turbine disk.

The space behind the power turbine rotor is separated from the space under the outlet

channel shell by a piston ring made of stainless steel.

The power turbine rotor itself consists of a disk, twenty-eight pairs of rotor blades and their

locks.

The disk is made of refractory material. Twenty-eight skewed symmetrical serrations are

made in the rim for blades fastening. Under the rim, from its front side, there is a shoulder for

inspection of permanent deformation. Around the centre of the disk, from its front side, there

is a shoulder for balancing and mounting. From the disk rear side, there is a massive

shoulder for centering on the shaft. Rotor blades are mounted in pairs in one fastening

serration. The total number of blades is fifty-six.

The blades feature a single sided three-tooth fir-tree root that turns into neck and lower base.

The blade terminates on its periphery by a shroud with two edges. Contact surfaces between

individual pairs are provided with hard metal. A sheet-metal lock provides for securing the

blade pair in the disk serration.



72.52.00 Page 3

Jul 1, 2003

The power turbine shaft is connected to the disk by eight bolts and special nuts secured by

dish-shaped sheet locks. The shaft is made of forged heat treated steel. On the side of its

connection to the power turbine disk, it is extended into a flange fitted on its outer periphery

with the edges of the labyrinth seal. The shaft is supported in two antifriction bearings. Thrust

of the power turbine rotor is taken by a ball bearing with a split inner ring. Located at the

flange, the roller bearing allows for thermal axial expansion of the shaft and of the stator. The

bearings are secured on the shaft by means of ring nuts secured by special locks. In the

shaft cavity, there is involute splining to provide for torque transmission by means of the input

shaft to the reduction gearbox.

The bearing housing is formed by a thin-walled bushing that holds outer bearing rings. The

outer ring of the roller bearing is secured by a special lock. The outer ring of the ball bearing

is fastened by means of a hollow ring bolt and secured by a special lock. Oil for the

lubrication of bearings is supplied from the reduction gearbox through forked pipe with

nozzles.

Sealing of the oil compartment around the rotating shaft is ensured by doubled labyrinth seal.

The seal and the bearing bushes are mounted on a common flange to the supporting cone of

the outlet channel. Oil return from the inner compartment of the roller bearing is secured by a

shaped pipe via the reduction gearbox casing.



72.52.00 Page 4 Jul 1, 2003



72.52.00 Page 601

Jul 1, 2003


On pages

601

Name of work

Detailed visual inspection of power turbine rotor blades using endoscope



1. Remove one exhaust nozzle.

NOTE: Fasten the insert to the exhaust flange with two

bolts. Do not tighten them.

2. Using endoscope inspect blades of the power turbine.

Acceptable damages to blades:

a) Peripheral rubbing of both shroud strips is permitted.

b) Slight bends of both leading and trailing edges and shroud

strips are permitted.

Both break of the shroud strips and bends greater than 0.4

mm are not acceptable.

c) Mechanical damages, i.e. nicks and pits on the airfoil as

follows:

- size of max. 0.3 mm and depth of max. 0.1 mm in the

area of 5 mm under shroud

- size of max. 1.5 mm and depth of max. 0.3 mm in the

remaining area of the airfoil

3. After inspection and record completing install the exhaust

nozzle.

Olympus endoscope




72.52.00 Page 602 Jul 1, 2003



72.53.00 Page 1

Jul 1, 2003

C O O L I N G A N D T E M P E R A T U R E M E A S U R E M E N T


Turbine cooling

The air supplied from the compressor is used for turbine cooling. The generator turbine

nozzle guide vane ring is cooled by air passing through the hollow guide vanes to the inner

flame tube. A certain amount of this air is bled through the holes in the blade pressure side

for cooling the guide vane trailing edges.

Air passing through the seal between the bush of the inner flame tube and the compressor

shaft cools the front face of the generator turbine disk and the rotor blades roots. Air flowing

from inside of the compressor shaft is divided, in front of the disk of the generator turbine,

into two streams. The one passes through the disk central opening, cools the disk inner

surface and leaves through the slots in the rear shaft flange to the space behind the disk.

The other stream is directed around the connecting bolts, cools this joint and joins the first

stream behind the rear shaft flange. Here, air cools the rear side of the generator turbine disk

and reduces the generator rotor thrust. A certain amount of this air passes through the

labyrinth seal of the rear shaft and the rest joins the gas flow at the generator turbine outlet.

Air passing through the labyrinth seal is directed through the holes above the flange of the

inner baffle of the power turbine nozzle guide vane ring, which it cools in space between the

turbines. Here, it is mixed with the air bled behind the second stage of the axial compressor,

cools outer surfaces of the bearing space and is fed, through the holes in the deflector, for

cooling the power turbine disk front face. A small amount of air is fed through the hollow

vanes of the power turbine nozzle guide vane ring under the outlet channel cover.

The rear side of the power turbine disk is cooled by the air bled behind the axial compressor,

too. This air is also used for sealing the labyrinth seal of the roller bearing of the power

turbine.



72.53.00 Page 2 Jul 1, 2003

Interturbine temperature measurement

Nine termocouples are used for temperature measurement in the stream of hot gas. They

are mounted by screws on the outlet channel cover. The termocouples are coupled by a

wiring that is a part of the engine installation.

Description of termocouple is presented in section 77. The location of termocouples is shown

in Fig. 1.



72.53.00 Page 3

Jul 1, 2003

1 - thermocouple

3 - bus line

THERMOCOUPLES BETWEEN TURBINES

Fig. 1



72.53.00 Page 4 Jul 1, 2003

Legend:

1 - shielded thermocouple

2 - bush

3 - mounting flange

4 - terminals

5 - sealing bushing

THERMOCOUPLES BETWEEN TURBINES

Fig. 1 – continued



72.60

ACCESSORY GEARBOX




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page Date

72.60 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.60 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.60 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.60.00 1 Jul 1, 2003 2 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 401 Jul 1, 2003 402 Blank Jul 1, 2003 72.61.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003


point Page Date

72.62.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 801 Jul 1, 2003 802 Jul 1, 2003 803 Jul 1, 2003 804 Jul 1, 2003 805 Jul 1, 2003 806 Jul 1, 2003 807 Jul 1, 2003 808 Blank Jul 1, 2003 72.63.00 1 Jul 1, 2003 2 Jul 1, 2003 72.63.10 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 72.63.20 1 Jul 1, 2003 2 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

72.60.00 ACCESSORY GEARBOX


- Troubleshooting

- Servicing

- Generator turbine speed transmitter - replacement

72.61.00 ACCESSORY GEARBOX ITSELF


72.62.00 DRIVE OF ACCESSORIES


- Troubleshooting

- Replacement of shaft packing rings of the starter-generator drive, hydraulic pump drive, alternator gearbox drive and of the gas generator rotor and propeller speed transmitters drive

72.63.00 THE ACCESSORY GEARBOX OIL SYSTEM


72.63.10 OIL TANK


72.63.20 OIL SYSTEM DE-AERATION




72.60.00 Page 1

Jul 1, 2003

A C C E S S O R Y G E A R B O X


The accessory gearbox serves for mounting and driving of engine and airframe accessories.

At the same time, it serves as an integral oil tank of the engine including the pumps and

other accessories of the oil system. It is located at the rear end of the engine behind the

baffle in the air duct at the compressor intake. It is well arranged and provides easy access

to the instruments.

The accessory gearbox is mounted to the compressor intake casing by a circular flange with

stud bolts and nuts.

The accessory gearbox is of an essentially cylindrical shape and its axis coincides with the

extended axis of the engine. The casing is open on its side adjacent to the compressor

casing and closed on the rear side. Thus, the casing in its inner compartment provides space

for the oil tank and driving gears. Inner capacity of the oil tank is increased thanks to the fact

that the lower part of the accessory gearbox is extended to a larger radius. On the rear face

accessories are mounted that are necessary for engine and aircraft operation and need

external drive. These are: the starter-generator, the hydraulic pump, the fuel pump, the fuel

control unit, the generator speed transmitter and an alternator including its gearbox. The

latter drive can be used also for gas generator rotor manual turning.

The drive is derived from the generator shaft and transmitted to the gears in the accessory

gearbox rear part by means of a quill-shaft.

Individual devices are driven permanently by spur gears. The driving shafts are supported by

antifriction bearings.

Mounted on the outer surface of the accessory gearbox are the accessories and devices for

monitoring, control and proper operation of the entire oil installation, i.e. the oil tank filler, oil

level gauge, oil temperature transmitter, pipe union for oil pressure measurement, magnetic

plugs, etc.

Longitudinal section of the accessory gearbox is presented in Fig. 1.

The casing consists of the following assemblies and units:

- the casing itself;

- the gear train;

- the oil system.



72.60.00 Page 2 Jul 1, 2003

ACCESSORY GEARBOX - LONGITUDINAL SECTION

Fig. 1



72.60.00 Page 101

Jul 1, 2003


TROUBLESHOOTING

When detecting a fault of an engine under warranty, call the manufacturer′s service

department. For elimination of faults at engines after warranty period contact organization

authorized to engine technical services.



72.60.00 Page 102 Jul 1, 2003



72.60.00 Page 201

Jul 1, 2003


SERVICING

Procedures of inspection, replacement of accessories - if any - are described in the pertinent

sections as follows:

- fuel devices ..................... 73

- oil system ..................... 79

- ignition devices ..................... 80

- starter-generator ..................... 80

- manual turning ..................... 72

- alternator (airframe accessory) ..................... „Airplane Maintenance Manual“

As an exception, procedure for replacement of the generator turbine speed transmitter is

described in the following page.



72.60.00 Page 202 Jul 1, 2003



72.60.00 Page 401

Jul 1, 2003


On pages

401

Name of work

Generator turbine speed transmitter - replacement Manpower required (Manhours)

0.50


Replace the generator turbine speed transmitter in the same way

as the propeller speed transmitter - see section 72.10.00, pages

401 to 403.

For mounting the generator turbine speed transmitter fastening

nuts use special spanner No. M601-9015 or suitable spanner

s=9 mm.

See

page 101

Special spanner M601-9015

Spanner s = 9 mm




72.60.00 Page 402 Jul 1, 2003



72.61.00 Page 1

Jul 1, 2003

A C C E S S O R Y G E A R B O X I T S E L F


The accessory gearbox casing is a casting of cylindrical configuration, with its horizontal axis

coinciding with the engine axis and its lower part extended. Along the periphery of its open

face, the casing is fastened by means of stud bolts and nuts to the compressor intake casing.

On the other face, there are the pads and drives for engine and airframe accessories.

The casing of the accessory gearbox forms in its inner compartment an oil tank. Only in the

rear part of the casing, separated by a circular cover, there is a housing for accessory drive

and gears.

The oil tank is located in the lower enlarged part of the casing and under the compartment of

the driving gears. The cover is fastened by means of screws on the lugs that are located on

the inner face of the casing in between the gear wheels.

The accessory gearbox casing is a magnesium alloy casting as well as the inner cover. With

exception of machined surfaces, the outer surface of the casing is painted with baking

enamel.

On the outer face of the accessory gearbox casing there are the pads with accessory drives

and a pad for alternator gearbox. The casing houses also the oil temperature transmitter,

elements for the adjustment of air pressure in the oil tank as well as an electromagnetic

signaller of metal chips in the oil drained from the accessory gearbox.

Along the periphery outside the accessory gearbox casing, on the left-hand side when

viewed in the direction of flight, there is a sump with a cap for filling the oil tank, the oil level

dipstick and the cover of the main oil filter.

Above the sump, there is a pad for mounting the minimum oil pressure transmitter and pad

for the engine oil system de-aeration. Above the engine centreline there is a lug for the rear

lifting eye and a vibration transmitter.

On the left-hand side, under the sump, there is an engine name plate (see subsection

72.02.00, Fig. 3).

On the upper right-hand side, there are lugs for fixing of kinematic linkage of engine control.



72.61.00 Page 2 Jul 1, 2003

On the lower part of periphery outside, there are lugs for mounting a bracket with the ignition

set, a pipe union with a strainer in the oil manifold to the feathering pump, a magnetic plug of

the oil tank, a strainer in the return part of the oil system from the generator turbine bearing

to the scavenge pump, and a pad for the minimum oil level signaller. The layout of

accessories and the location of the above devices on the accessory gearbox are shown in

Fig. 1.

On the outer surface of the casing, there are two levelling points in the horizontal axis and

one levelling point in the engine vertical axis in the bottom for proper positioning of the

engine in the engine nacelle. The levelling points are marked red.

Inside the accessory gearbox, on the inner side of the cover that separates the oil tank from

the gearing compartment, oil pumps and bodies of the de-aerating devices of the oil system

are mounted.



72.61.00 Page 3

Jul 1, 2003

Legend:

1 - Starter-generator 14 - Engine controls 2 - Hydraulic pump 16 - Strainer of return oil from GT

3 - Fuel pump 17 - Electromagnetic chip signaller

4 - Fuel control unit 18 - Strainer at the feathering pump inlet screw union

5 - Speed transmitter 19 - Pipe union for the oil pressure transmitter

6 - Alternator gearbox 20 - Oil feeding union from the engine to the cooler

7 - Oil temperature transmitter 21 - Oil return union from the cooler to the engine

9 - Oil filter cover 22 - Screw of adjustment of air pressure in the accessory gearbox

10 - Ignition set 23 - Air pressure tap at the accessory gearbox (for ground testing only)

11 - Lifting eye 24 - Magnetic plug in the oil tank (valve for oil draining from the tank)

12 - Engine name plate 25 - Minimum oil level transmitter

13 - Minimum oil pressure transmitter 26 - Blinding plug

LAYOUT OF ACCESSORIES ON THE ACCESSORY GEARBOX

Fig. 1



72.61.00 Page 4 Jul 1, 2003



72.62.00 Page 1

Jul 1, 2003

D R I V E S O F A C C E S S O R I E S

DESCRIPTION AND OPERATIONS

Accessories necessary for engine running and monitoring are located on the rear face of the

accessory gearbox. The centre lines of all these devices are parallel to the engine axis.

The drive of accessories is derived from the generator rotor. The gearings located in the rear

compartment of the accessory gearbox are driven by a quill-shaft. This shaft passes through

a channel connecting the compressor intake duct to the gearing compartment. The

connecting channel passes through the centre of the oil tank. The gears are completely of

spur gearing type. Schematic diagram of the gear train is presented in Fig. 1.

Drives are provided for the following accessories:

- starter-generator

- hydraulic pump

- fuel pump

- fuel control unit

- generator speed transmitter

- alternator - including its gearbox

In the oil tank, on the inner side of the gearing, there is a scavenge oil pump, fitted to the

drive of the generator speed transmitter. On the drive of the alternator gearbox, there is

located the pressure pump of the engine oil system. After having removed a cover from the

alternator fastening pad, the drive can be used for manual turning by the generator rotor by

means of a turning ratchet.

The gearing housing itself is located inside the accessory gearbox casing. It is separated

from the oil tank from the inner side by a circular cover sealed along its periphery by a rubber

„O“ ring. The cover is mounted on the inner side of the accessory gearbox casing to the

several lugs located in the spaces between the gears. Due to this arrangement, the cover is

also set in the prescribed position with respect to the accessory gearbox casing.



72.62.00 Page 2 Jul 1, 2003

Tooth faces are all casehardened; mostly they are ground. The gears driving the starter

generator are made of two pieces. Other gears and double-gears are made of one piece.

All gears are supported in antifriction bearings of standard dimensions. Between the bearings

and the accessory gearbox casing or the cover the bushes are secured against turning.

Rotating shafts of the drives are sealed by shaft packing rings made of fluoro-carbon rubber.

Flanges and bushes are packed by rubber „O“ rings of fluoro-carbon rubber, flat packing or a

special sealing paste, if need be.

Gear wheels as well as bearings are mostly lubricated by oil mist. Pressure oil is fed through

nozzles only to the bearings and to engaging teeth of the high-speed pinion and the driving

gear of the starter-generator as well as to the shaft packing rings on the shafts of the starter-

generator drive, hydraulic pump drive and the alternator gearbox drive.

The driving shafts are fitted with bearing surfaces for torque transmission (slots, squares).

They are made of heat treated steels. In addition, the splining on the starter-generator drive

is case-hardened to achieve longer service life.



72.62.00 Page 3

Jul 1, 2003

Legend:

1 − Drive from the gas generator shaft 2, 3 I − Starter-generator drive 4, 5 II − Hydraulic pump drive 6, 7 III − Fuel pump drive 8 IV − Fuel control unit drive 9 − Idle gear 10 V − Drive of the speed transmitter 11 VI − Drive of the alternator gearbox 12 − Scavenge oil pump 13 − Pressure oil pump 14 − Driving quill-shaft 15, 16 − Alternator drive

SCHEMATIC DIAGRAM OF THE GEAR TRAIN

Fig. 1



72.62.00 Page 4 Jul 1, 2003



72.62.00 Page 101

Jul 1, 2003

D R I V E S O F A C C E S S O R I E S

TROUBLESHOOTING

Con. No.

Established defect Probable reason Remedy

Oil drops from a drive flange at a shaft packing ring after one-hour operation.

NOTE: If surrounding surfaces seem only to be greasy, the shaft packing ring is not considered faulty.

Shaft packing ring faulty. Replace the shaft packing ring according to technological instruction 72.62.00, pages 801 to 807.



72.62.00 Page 102 Jul 1, 2003



72.62.00 Page 801

Jul 1, 2003


On pages

801 to 807

Name of work

Replacement of shaft packing rings of the starter-generator drive, hydraulic pump drive,

alternator gearbox drive and of the gas generator rotor and propeller speed transmitters drive



1. Mounting the shaft packing rings - General.

1.1 Prior to their mounting, all packing rings should be visually checked, with particular attention to:

a) quality of the sealing edge

b) tightening of the spring joint and seating of the spring in the slot

c) possible damage due to handling or storing

d) outside diameter - dimension and quality

e) warranty validity

M601-9028.7 Remover

M601-9023.7, M601-9024.7 Drivers

M601-9025.7, -9026.7 and -9027.7 Mandrels

At engines manufactured after July 1, 1990: M601-9030.6 Driver and M601-9029.6 Mandrel

Beginning from September 1, 1997 the individual mounting aids are replaced by new assembly Dwg. No. M601-509.5 for shaft packing rings installation, that involves the mounting aids Dwg. No. M601-5010.5, -5011.5, -5012.5, -5013.5, -5015.5, -5016.5, -5017.5 for dia 12, 14, 20 and 22 mm.

With the exception of M601-9028.7, these aids are delivered only on a special order in the board tool set from January 1, 1991.

Lock washers 5.2 LMN 3290

Lock washers 6.2 LMN 3290

Packing M601-5122.7

Lapping paper

Acetone

Plastic grease Ciatim 221 (AeroShell Grease 15, 15A)

Caulking compound Hylomar




72.62.00 Page 802 Jul 1, 2003


On pages

801 to 807

Name of work





1.2 Prior to mounting, it is necessary to check up the dimensions of the hole into that the packing is to be mounted. The hole should have chamfered edge with a radius to prevent rubber on the packing periphery to be cut.

1.3 Prior to mounting, the shaft packing rings should be soaked in oil approved for engine operation for at least 24 hours.

1.4 The shaft packing ring should be forced into the bush or casing evenly along its periphery in order to avoid crossing and damaging. When mounting the shaft into the packing ring in the direction from the outer face of the packing ring the chamfered edge on the shaft is sufficient. When mounting it from the opposite side, it is necessary to use an auxiliary pin by means of that the inner diameter of the packing ring (sealing edge) is extended up to the shaft diameter. The shaft packing ring is then slid from the auxiliary pin on the shaft. The bush, the auxiliary pin as well as the shaft should be coated in the course of mounting with a thin layer of plastic grease Ciatim 221 (AeroShell Grease 15, 15A). After the mounting of packing rings has been completed, the entire accessible surface of the shaft around the packing ring should be coated with the same thin layer of plastic grease from the accessible side. Take care that grease gets into the place of contact of the packing ring with the shaft. In the case of the double-edge packing, the space in between the edges should be also filled up.

CAUTION: IF WASHING THE CASING WITH PETROL, PETROL MUST NOT GET CLOSE TO THE PACKING RING.

1.5 The dirty driving shaft must be cleaned with a lapping paper. All sticking impurities must be removed. The movement of the lapping paper on the shaft can be in the direction of shaft rotation only - never move the paper on the shaft in the longitudinal direction. After cleaning with the lapping paper the shaft is to be cleaned with acetone. When the shaft is fully dry coat it with a thin layer of plastic grease CIATIM 221 (AeroShell Grease 15,15A).



72.62.00 Page 803

Jul 1, 2003


On pages

801 to 807

Name of work





2. Replacement of the packing ring of the starter-generator drive

2.1 Remove the starter-generator in accordance with technological instruction 80.11.00, page 401.

2.2 Unlock 4 lock washers on the packing ring bush bolts. Remove bolts and using two force-off bolts pull out the packing ring bush as well as packing ring from accessory gearbox.

2.3 Drive out the packing ring from the bush (do not damage the bush) through holes at a face of the bush. Use the M601-9028.7 hook, if need be.

2.4 According to the procedure 1.1 to 1.5, force on a new packing ring into clean bush (wash with acetone possible remainders of the old Hylomar caulking compound, wash contact surfaces of the bush at the accessory gearbox). Clean the drive shaft with lapping paper and acetone, coat the dried shaft with plastic grease Ciatim 221 (AeroShell Grease 15, 15A).

2.5 Coat contact surfaces of the bush at the accessory gearbox, the contact surface of the bush as well as a new M601-5122.7 packing ring with the Hylomar caulking compound. Slide the auxiliary pin on the drive shaft and beforehand prepared bush with packing ring mount back to the accessory gearbox. Remove auxiliary pin.



72.62.00 Page 804 Jul 1, 2003


On pages

801 to 807

Name of work





2.6 Mount the starter generator according to technological

instruction 80.11.00, page 403.

NOTE: An enlarged G 22/40/7 – FKM (dia 22 mm) instead of

former G 20/38/7 – FKM (dia 20 mm) shaft packing ring

is used at the starter-generator drive from July 1, 1990.

New aids for dia 22 mm are used for the replacement of

this shaft packing ring. Ref. page 801: Tools and

Fixtures.



72.62.00 Page 805

Jul 1, 2003


On pages

801 to 807

Name of work





3. Replacement of the shaft packing ring of the hydraulic pump

drive

3.1 Using a socket wrench, loosen the connecting sleeve of the

hydraulic pump and remove the hydraulic pump.

3.2 Using the M601-9028.7 fixture, force off the packing ring.

Clean the drive shaft with lapping paper and acetone. Clean

also the bush from possible remainders of the old packing.

3.3 In order to improve the access to the shaft it is possible to

remove the spacer for hydraulic pump fastening when 4

bolts are removed.

3.4 Mount the packing ring according to procedure presented in

para 1.1 to 1.5, using presented aids.

3.5 Mount the spacer, tighten the bolts and lock it. Mount the

hydraulic pump and tighten the tightening sleeve.



72.62.00 Page 806 Jul 1, 2003


On pages

801 to 807

Name of work





4. Replacement of the shaft packing ring of the alternator

gearbox drive

4.1 Using a socket wrench, loosen the connecting sleeve of the

alternator. Remove the alternator.

4.2 Unlock 4 nuts M5 and remove the M601-5015.6 bush of the

shaft packing ring by means of force-off bolts.

4.3 Remove shaft packing ring from the bush and mount a new

one according to the procedure 1.1 to 1.5 (page 801, 802).

4.4 Check packing ring LN-5359, mount the bush of the shaft

packing ring back to the box using auxiliary pin. Tighten the

bush of the shaft packing ring and lock 4 nuts.

4.5 Mount alternator, tighten the connecting sleeve of the

alternator.



72.62.00 Page 807

Jul 1, 2003


On pages

801 to 807

Name of work





5. Replacement of the shaft packing rings of the speed

transmitters drive (located on the accessory gearbox and

the reduction gearbox)

5.1 Dismantle the speed transmitter in accordance with

technological instruction 72.10.00, page 401, 402.

5.2 Force off the packing ring using aid M601-9028.7. Clean the

drive shaft with lapping paper and acetone. The bush

should also be cleaned from possible remainders of the old

packing ring.

5.3 Mount the packing ring according to the procedure 1.1 to

1.5 using presented aids.

5.4 Mount the speed transmitter according to technological

instruction 72.10.00, page 402, 403.



72.62.00 Page 808 Jul 1, 2003



72.63.00 Page 1

Jul 1, 2003

T H E A C C E S S O R Y G E A R B O X O I L S Y S T E M


The inner space of the accessory gearbox casing is divided into two independent compartments.

Between the wall of the compressor casing and the cover of the accessory gearbox, there is the compartment of the oil tank that represents a larger part of the inner space. The arrangement is obvious from Fig. 1 in section 72.63.10.

The gears compartment is located between the outer wall of the accessory gearbox (item 8) and the accessory gearbox (item 9). This compartment is connected, by means of a connecting channel, to the compartment of the compressor shaft bearing that is located in the centre of the intake casing wall. The compressor shaft bearing as well as the bearings of the accessory gearbox casing are lubricated by means of nozzles. The compressor shaft bearing is lubricated by two nozzles that feed lubricating oil directly into the ball bearing cage. The gearing, i.e. gear wheels and bearings, is lubricated mostly by oil mist that results from oil sprinkled by a nozzle into the gear mesh between the driving shaft of the generator rotor and the driving shaft of the starter generator. Oil is supplied to the above nozzles via a common protective strainer. The bearings of the central drive are lubricated by means of a separate nozzle. The shaft packing of the drives of the starter generator and the hydraulic pump are cooled by pressure oil fed by special nozzles.

Return oil runs down to a common sump in the casing of the accessory gearbox. To ensure oil draining by gravity from the compressor shaft bearing under all permitted banks of the engine, both shaft bearing compartments are connected, apart from the connecting channel, also by means of a drain pipe leading to the lower part of the casing of the accessory gearbox. From this compartment, common scavenging by one stage of the scavenge pump is ensured.

The bearing and the gears of the alternator gearbox are lubricated by oil splashing. Oil is fed by a nozzle to the cover of the case. Oil cools down the shaft packing ring of the alternator drive and flows through a system of channels to the bearings and gears. From the gear wheels compartment, oil returns through the bushing to the gearing part of the accessory gearbox.

Oil circulation within the entire oil system is ensured by pumps located in the inner compartment of the oil tank and mounted on the cover of the accessory gearbox casing. Pumps are driven by driving shafts from the gearbox.



72.63.00 Page 2 Jul 1, 2003

The pressure oil pump is designed as a single-stage gear-wheel pump with rigid faces. Pins of the gear wheels rotate. They are integral with the gear wheels. The pins are lubricated by pressure oil through channels in the housing. Fastened by screws on the suction side of the pump is a short suction pipe fitted with a rough protective strainer that prevents from penetration of larger-sized foreign objects into the pump. The pump outlet is designed so that the pump housing forms a sleeve and the oil filter jacket with a pressure reducing and by-pass valves are closely plugged into the sleeve.

The scavenge pumps are designed similarly but three independent stages are housed in a single housing with a single drive. The driving pin forms a part of the gear wheel, driven wheels rotate on a fixed pin. Suction is independent for each of three stages while the outlet is common.

The pumps ensure scavenging of the oil compartments of the reduction gearbox, of the generator turbine bearing and the accessory gearbox. The common outlet is led through the rear wall of the accessory gearbox to the cooler. The scavenge pump is lubricated by pressure oil that is fed to the fixed pin through a pipe from the pressure oil supply of the engine. All three stages are protected by strainers accessible from the engine outer side (see section 79).

After passing through the cooler; the return oil is fed by a pipe to the oil tank. There is a loop on the pipe that becomes partially filled with air when the engine is at rest, and prevents oil from flowing out of the tank towards the cooler even if the cooler is disconnected from the engine. The inner compartment of the oil tank houses also other elements of the oil tank installation, e.g. the oil filter jacket with a by-pass valve and a pressure reducing valve of pressure oil and connecting pipes.

The oil filter jacket is located in the upper part of the accessory gearbox. The filtering cartridge is being inserted into the cover from the outer side of the engine (see section 79).

Inside the jacket, there is a valve body with two valves:

- Oil pressure reducing valve is located in front of the filter. It controls maximum pressure in the oil system by by-passing of excessive oil from the pressure branch back to the oil tank (see section 79).

- Oil filter by-pass valve that allows by-passing the main filter element, when it becomes clogged, directly to the engine oil system in order to ensure inevitable cooling and lubrication of the engine.

There is no need to adjust both valves during the operation.



72.63.10 Page 1

Jul 1, 2003

O I L T A N K


The oil tank is located in the rear part of the engine, in the inner compartment of the

accessory gearbox. The outer circumference and the face of the tank are formed by the

casting of the accessory gearbox casing and by the inner cover. The other face of the oil tank

is formed by the wall of the compressor intake duct. In the middle of the oil tank, there is a

cylindrical compartment, through that passes the input shaft to the accessories driving gear

train.

The tightness of the oil tank with respect to the gear compartment and to the ambient

atmosphere is ensured by rubber „O“ rings and flat packing. Sealing varnish or sealing paste

Hylomar is used for additional sealing of some joints and preventing from electrochemical

corrosion.

Total capacity of the oil tank is some 12 litres. For normal operation of the engine, the oil tank

contains 5.5 to 7 litres of oil. The oil charge in the tank is being checked by means of a

dipstick located, together with the filling orifice and the oil filter cover, in a sump in the upper

left-hand part of the circumference of the accessory gearbox. The prescribed oil quantity is

marked on the oil dipstick.

When filled up, oil installation contains some 11 litres of oil. During normal operation of the

engine, oil is partially dispersed in the engine, i.e. in the cooler, main oil filter, propeller

control unit, propeller itself, pipes and in all engine compartments that are oil lubricated.

The orifice used for filling oil in the oil tank is fitted with a fixed strainer that is to prevent

penetration of larger-sized impurities into the oil tank. For closing of this orifice, an

independent cap with rubber packing is provided. The cap is connected to the sump edge by

a chain on that it hangs during oil tank filling.

A magnetic plug in the oil tank bottom checks the presence of magnetic chips in the oil that

can deposit on it during operation. When the magnetic plug is screwed off, i.e. in the course

of its inspection, the hole is automatically closed by a sealing valve, preventing thus from oil

escape out of the tank.

Oil drainage from the tank is performed by means of screwing on a special drainage adapter

instead of the magnetic plug (ref. 75.50.00).



72.63.10 Page 2 Jul 1, 2003

During engine running, oil is sucked from the oil tank by a pressure pump that is located

directly in the oil tank on the cover between the tank and the accessory gearbox. The suction

pipe of the pump is located at a certain height above the bottom so that in the case of

accidental oil escape, a non-exhaustible quantity of some 2 litres of oil will remain in the tank.

This quantity is sufficient for safe propeller feathering by an electric feathering pump of the

propeller unit. Inlet orifice of the feathering pump is situated above the tank bottom. Oil

enters the feathering pump through a strainer located in the lower part of the accessory

gearbox. Thus the sludge deposited on the tank bottom is prevented from entering the pump.

The calming of oil turbulence is ensured by a system of partitions in the lower part of the oil

tank.

Scavenge oil is returned to the oil tank from the cooler through a pipe union from that oil

mixed with air is brought below the oil level in the tank.

Excess air released from the return oil is directed via pressure control valve into the gearing

compartment. From there, it is directed, together with the air brought into the gearbox from

the labyrinth seal of the compressor bearing via a centrifugal deaerator in the generator

drive, to the atmosphere.



72.63.10 Page 3

Jul 1, 2003

Legend:

1 - Filler orifice 9 - Accessory gearbox cover

2 - Oil dipstick 10 - Compressor intake casing

3 – De-aerator body 11 - Connecting channel

4 - Magnetic plug 12 - Strainer of the generator turbine bearing

5 - Pressure oil pump 13 – De-aerator pad

6 - Scavenge oil pump 14 - Compressor bearing

7 - Return manifold 15 - Minimum oil quantity transmitter

8 - Accessory gearbox

I. Maximum working oil level in the tank

II. Minimum working oil level in the tank

III. Non-exhaustible quantity of oil in the tank

Fig. 1



72.63.10 Page 4 Jul 1, 2003



72.63.20 Page 1

Jul 1, 2003

O I L S Y S T E M D E - A E R A T I O N


De-aeration of the engine oil system is carried out centrally from the gearing compartment of

the accessory gearbox.

The compartment of the generator turbine bearing and the common oil compartment of the

reduction gearbox and the power turbine rotor are not de-aerated. Working pressures in both

these compartments are close to atmospheric pressure; excess air and oil vapours are

exhausted by the scavenge oil pumps simultaneously with oil suction.

Air is fed into the oil tank together with oil returned from various oil compartments. This air is

directed to the gearing compartment through a control valve located on the cover of the gear

casing. At a new engine, such an over-pressure is adjusted by means of this valve in the oil

tank, depending on the pump performance so that oil leakage into the compressor will be

prevented.

Air is brought into the gearing compartment; on the one hand, through the above valve and,

on the other hand, from the compressor bearing compartment where it penetrates via the

labyrinth seal.

The de-aerator is located in the gearing compartment and forms a part of the starter-

generator drive shaft. Oil is separated from air in the separator due to centrifugal force during

the passage of the air mixture with oil particles through the gap in the dual toothed wheel.

After air is cleaned in the de-aerator, it is directed through the upper part of the

circumference of the accessory gearbox to the engine surface and, from there, through an

airframe installation pipe below the engine, beyond the engine nacelle.



72.63.20 Page 2 Jul 1, 2003



72.90

EXHAUST SYSTEM




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page Date

72.90 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 72.90 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.90 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 72.90.00 1 Jul 1, 2003 2 Jul 1, 2003 72.91.00 1 Jul 1, 2003 2 Jul 1, 2003 72.92.00 1 Jul 1, 2003 2 Jul 1, 2003 72.93.00 1 Jul 1, 2003 2 Jul 1, 2003


point Page Date




Jul 1, 2003

CONTENTS

72.90.00 EXHAUST SYSTEM


72.91.00 OUTLET DUCT


72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING


72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY




72.90.00 Page 1

Jul 1, 2003

E X H A U S T S Y S T E M


From the given layout follows, the engine outlet channel assembly forms a connecting and

supporting link between the generator and reduction gearbox, through that combustion

products are directed from the power turbine to the atmosphere. The inner compartment of

the outlet channel is used, at the same time, for supporting the rotor of the power turbine.

The exhaust system consists of the following main subassemblies:

- outlet duct

- outlet channel liner with a containment ring

- power turbine rotor support assembly.

The outlet channel extends into removable exhaust bends that description is to be found in

section 78.

The outlet duct and the support of the power turbine rotor are located in the outlet channel

liner that forms the actual supporting and connecting part of the reduction gearbox with the

centrifugal compressor casing. At the same time, the liner forms outer surface of the entire

outlet assembly of the engine.

Combustion products flow from the power turbine through the outlet duct and exhaust bends

to the atmosphere. To prevent from engine overheating in the nacelle, the outlet channel

liner is heat-shielded from the outlet duct by an air layer that maintains the casing

temperature within acceptable limits.

The oil compartment of the support of the power turbine rotor is also heat-shielded from the

heat radiating from the outlet duct by an air-insulating gap and by an insulation shield.

Longitudinal section of the engine outlet channel is presented in Fig. 1 and Fig. 2.



72.90.00 Page 2 Jul 1, 2003

ENGINE OUTLET CHANNEL - LONGITUDINAL SECTION

WALTER M601E

Fig. 1



72.91.00 Page 1

Jul 1, 2003

O U T L E T D U C T


The outlet duct directs combustion products from the power turbine outlet through the

exhaust bends to the atmosphere. Hot combustion products flow from the power turbine via

the outlet duct entry part that forms a diffuser in a plenum chamber and then from the side

throats - through two exhaust bends - in atmosphere. The throats are welded to the basic

rotational body approximately horizontally. On the turbine side, the outlet duct features a

massive flange that serves as the inner containment ring. The inner cylindrical surface of the

flange serves as a sealing contact surface for the piston rings that are located on the flange

of the power turbine nozzle guide vane ring. Leakage of combustion products into inner

compartment of the outlet channel liner is so prevented. Welded on the inner cylindrical

surface of the outlet duct on the turbine side, the inner flange forms a labyrinth seal that also

prevents combustion products from entering the compartment of the outlet channel liner.

The outlet duct is telescopically supported on the ends of its lateral outlet throats by means

of inserts fitted to the outlet channel liner. Telescopic supports of the throats and sufficient

room around the outlet duct provide for the possibility of thermal expansion in all directions.

The outlet duct is welded of stainless steel.

NOTE: The WALTER M601E-21 and the WALTER M601E engines manufactured after

January 1, 1998 are equipped with a new model of the outlet duct with low pressure

loss. This new model of the outlet duct is presented in Fig. 2.



72.91.00 Page 2 Jul 1, 2003

ENGINE OUTLET CHANNEL - LONGITUDAL SECTION

WALTER M601E-21 WALTER M601E manufactured after January 1, 1998

Fig. 2



72.92.00 Page 1

Jul 1, 2003

O U T L E T C H A N N E L L I N E R I N C L U D I N G

T H E C O N T A I N M E N T R I N G


The outlet channel liner is a structural element of the engine and a connecting link between

the reduction gearbox and the generator part of the engine.

It consists of a metal-sheet cylinder that turns into a truncated cone towards the reduction

gearbox - and of a front and rear flanges.

The liner has two throats ended with flanges and protruding from the basic rotational shape

on both sides approximately in horizontal plane. The outlet channel liner is divided in

longitudinal plane to allow for mounting the rotationally non-symmetrical outlet duct into the

liner. The longitudinal parting plane is approximately vertical. The two halves of the outlet

channel liner are fastened together by means of welded-on longitudinal strips, bolts and self-

locking nuts. On the cylindrical part of the casing there are pads for pipe unions of oil supply

and drainage from the compartment of the generator turbine bearing, cooling air supply to

the turbine compartment, mounting of thermocouples for interturbine temperature

measurement, drainage from the inner compartments of the outlet system, mounting of the

engine actuation bracket and pins for fastening the containment ring.

The front circular flange and centering shoulder of the outlet channel assembly is fastened by

means of bolts and nuts to the power turbine rotor housing and to the reduction gearbox

casing. The rear circular flange of the outlet channel liner, together with the flange of the

power turbine nozzle guide vane ring, is fastened to the flange of the centrifugal compressor

casing.

The casing is welded of stainless steel.



72.92.00 Page 2 Jul 1, 2003

Containment ring

The containment ring is a device that prevents escape of debris of the power turbine rotor

blades beyond the engine compartment and, thus beyond the engine nacelle in the case of

power turbine blades failure. Welded-on along the periphery of the containment ring there

are 6 sleeves for mounting pins.

The containment ring is mounted in the inner compartment of the outlet channel liner above

the power turbine rotor.

Fastening to the outlet channel liner is ensured by means of six pins that are telescopically

plugged into the containment ring sleeves. Fastening of the pins is ensured by flanges

welded on the outlet channel liner. The pins are fastened to the flanges by bolts. The pins

can be shifted on the bearing surface of the welded-on flanges to facilitate their mounting.

The containment ring as a whole is made of stainless steel. The pins are made of high-

strength, stainless steel and these surfaces that come into contact with the sleeves of the

containment ring are nitridized.

Inserts

The exhaust bends are mounted on the flanges of the lateral throats of the outlet channel

liner by means of bolts and nuts. Inserted between the exhaust bend flanges and the throats

of the outlet channel liner are inserts that telescopically fix the outlet duct with the outlet

channel liner. The inserts contain a rectangular flange with a rectangular frame welded-on

perpendicularly. The fixed position of the inserts and, thus, of the outlet duct, with respect to

the outlet channel liner is ensured by two semi-spherical bosses on the flange of each insert.

The bosses fit into the holes in the flanges of the outlet channel liner throats. By position of

the bosses on the inserts and, consequently, by position of the holes on the outlet channel

liner mistaking of both inserts on the engine is prevented.

The inserts are made of stainless steel.



72.93.00 Page 1

Jul 1, 2003

P O W E R T U R B I N E R O T O R S U P P O R T A S S E M B L Y


The power turbine rotor is supported in a cone-shaped supporting casing that transmits

forces from the rotor bearings to the joint of the reduction gearbox with outlet channel liner.

Inner compartment of the supporting casing forms a part of the reduction gearbox oil

compartment. The supporting casing of the power turbine rotor is configured as a truncated

cone that turns, in its lower part, into a cylinder. Circular flanges are welded on both ends of

the casing. Inside, metal sheet conical partitions are welded on the jacket that forms a

sufficiently rigid casing system. In this part, the casing is provided by flanges for the power

turbine bearing housing. Also welded on the jacket of the casing in its inner compartment

there are the grips for clamping the oil supply pipe. This is branched towards the two

bearings of the power turbine rotor. Another pipe serves for scavenging oil accumulated

during the climbing flight from the compartment between the roller bearing and the labyrinth

seal. Another pipe that supplies air for choking the labyrinth seals is permanently clamped by

a clip to the jacket of the casing in its inner compartment. To prevent oil leakage on the side

of the power turbine, inner compartment of the casing is sealed by labyrinth seals that are

choked by the air supplied by the above pipe. The air supplied chokes also the seal in the

direction to the turbine and improves cooling of the power turbine disk. On the extending side

of the conical jacket, the supporting casing is clamped and centered, together with the casing

of the reduction gearbox to the outlet channel liner.

The power turbine bearing housing including the labyrinth seal body is clamped and centered

on the narrow end of the conical jacket.

The power turbine bearing housing is welded of stainless steel.



72.93.00 Page 2 Jul 1, 2003

Insulation shield

Protection of the inner oil compartment of the power turbine rotor bearing housing from the

heat radiation from outlet duct is ensured by an air insulation gap and by an insulation shield.

The insulation shield is of a conical shape turning into a cylinder. The outer jacket is made of

stainless steel foil and has an irregularly undulated configuration. The inner jacket is made of

stainless steel sheet. It serves as a supporting part of the insulation shield. A basalt fibre and

a glassy microfibre blanket are inserted between the two jackets to increase heat-insulating

effect. The insulation shield is slid on and frontally supported by a grip of the outlet channel.

On the other end, the insulation shield - after adjusting the necessary axial clearance - bears

on the heads of bolts that are pressed into the flange of the outlet casing.



73

FUEL SYSTEM




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003

REVIEW OF EFFECTIVE PAGES Section -

subsection point

Page

Date

73 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 73 „Review of Effective Pages“ 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 73 „Contents“ 1 Jul 1, 2003 2 Jul 1, 2003 73.00.00 1 Jul 1, 2003 2 Jul 1, 2003 73.10.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 73.11.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Blank Jul 1, 2003


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Jul 1, 2003

CONTENTS 73.00.00 FUEL SYSTEM

- General 73.10.00 FUEL SUPPLY SYSTEM

- Description and operation - Troubleshooting - Servicing procedures

73.11.00 FUEL MANIFOLD

- Description and operation - Troubleshooting - Fuel system - check on tightness

73.12.00 FUEL DRAINAGE

- Description and operation - M601-830.7 drain valve - replacement

73.20.00 FUEL CONTROL SYSTEM

- General - Function - Function of individual circuits of the fuel control system

73.21.00 FUEL CONTROL UNIT

- General - Description - Troubleshooting - Servicing technology

- FCU de-preservation - De-aeration of the LUN 6590.05-8 fuel control unit - LUN 6590.05-8 fuel control unit - replacement - Permitted adjustment of FCU fitted on the engine which can be performed by

trained - in personnel of the user - Adjustment of engine starting - Adjustment initial phase of engine starting - Adjustment of the ground idling speed - Adjustment of the speed controlled by speed governor - Permitted adjustment of the FCU fitted on the engine which can be performed

by personnel of organization appointed to FCU services - Adjustment in case of slow acceleration up to approximately nG = 90 % - Adjustment of acceleration in case of in-flight surging in the range of nG = 80 to

100 % - Adjustment in case of slow acceleration above nG = 88 % - Adjustment of the generator altitude idling speed - Check on operation of the elastic stop - control element 47 - Adjustment of the emergency circuit - Adjustment of engine starting by means of adjustment

of the pressure difference valve on the automatic starting unit




- Adjustment of the ground idling speed when the possibilities of permissible adjustment by means of elements 40 and 39 have been exhausted

- Adjustment of the fuel flow rate increase at the start of acceleration - Adjustment of the acceleration time - Adjustment of the generator acceleration - Adjustment of maximum fuel flow - Procedure in case of acceleration terminated by large overshooting of the

generator speed - Check and adjustment of maximum generator speed by means of the

technological stop - Operations which are allowed to be performed on the FCU - Preservation and storage of the FCU

73.22.00 FUEL PUMP

- General - Description - Troubleshooting - Servicing technology

- De-preservation of the fuel pump - LUN 6290.04-8 fuel pump - replacement - Washing and check of the fuel strainer after 300 hours of operation - Operations permitted to be performed on the fuel pump - Preservation and storage of the fuel pump - Measures to be taken during breaks in the fuel pump operation

73.30.00 MONITORING INSTRUMENTS




73.00.00 Page 1

Jul 1, 2003

F U E L S Y S T E M

GENERAL

The engine fuel system ensures fuel supply and distribution to individual units taking part in

the control of engine operation and in the power rating control as well. This is put into effect

by changes in fuel supply to the combustion chamber. The fuel system includes also control

devices that directly control the engine power ratings.

The fuel system consists of:

– the fuel supply system which includes individual assemblies starting with the pipe union

for fuel supply to the engine up to the drainage of unburnt fuel from the engine,

– the fuel control unit itself which directly controls the engine power,

– devices for checking the monitored variables of the fuel system.

Full schematic diagram of the fuel system appears in Fig. 1.



73.00.00 Page 2 Jul 1, 2003

Legend:

1 - Fuel control unit 10 - Bushing

2 - Fuel pump 11 - Fuel manifold

3 - Fuel manifold 12 - Transfer tube

4 - Preservation pipe union 13 - Drain valve

5 - Bypass manifold 14 - Transfer tube

6 - Protective shield 15 - Transfer tube

7 - Torch igniter 16 - Fuel inlet

8 - Inner radial transfer tube 17 - Fuel pressure transmitter

9 - Transfer tube 18 - Fuel manifold

FUEL SYSTEM

Fig. 1



73.10.00 Page 1

Jul 1, 2003

F U E L S U P P L Y S Y S T E M


From the airframe installation, fuel is fed via the inlet pipe union to LUN 6290.04-8 fuel

pump that is fastened on the face of the accessory drive box. From the pump outlet it is fed,

through a transfer tube, to LUN 6590.05-8 fuel control unit that is fastened close to the fuel

pump on the accessory drive box. Some fuel from the pump is then directed, via a fuel

metering valve that is integral with the fuel pump, and via an electromagnetic cut-off valve

that is also an integral part of the fuel pump, to a manifold. This manifold passes through

the bushing of the rear air baffle and, then, terminates at the two torch igniters located on

the combustion chamber liner.

The torch igniter serves for the ignition of the mixture of atomised fuel with air in the

combustion chamber when engine starting. For this purpose a mixture of fuel and air is

ignited by a low-voltage sparking plug.

See section 80 for detailed description of the torch igniter.

The required quantity of fuel, as determined by the position of the engine control lever, is

directed from the fuel control unit through a manifold to the inlet adapter of the inner radial

transfer tube that is connected, through another adapter, to the fuel distributor.

The hose of airframe installation transmitter is connected to this engine tube by means of

tee. The manifold is protected in the space above the compressor inlet screen by drainage

protective shield.

The fuel distributor serves for supply of fuel to individual nozzles that feed fuel in the

atomising ring fitted to the generator shaft inside the annular combustion chamber

compartment. Perfectly atomized by the atomising ring fuel is then burned in the

combustion chamber. See section 72.42.00 for detailed description of the fuel supply to the

combustion chamber.



73.10.00 Page 2 Jul 1, 2003



73.10.00 Page 101

Jul 1, 2003

F U E L S Y S T E M

TROUBLESHOOTING

If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the

organization appointed to FCU technical services.



73.10.00 Page 102 Jul 1, 2003



73.10.00 Page 201

Jul 1, 2003

F U E L S Y S T E M

SERVICING PROCEDURES

Servicing of individual parts of the fuel system is presented in sections related to those

parts.



73.10.00 Page 202 Jul 1, 2003



73.11.00 Page 1

Jul 1, 2003

F U E L M A N I F O L D


Connecting elements between individual units of the engine fuel system are formed as

exclusively seamless thin-walled pipes made of stainless steel. Joints between individual

pipes and other units are mostly formed by means of union nuts, sleeves and conically

expanded pipe ends forced by union nuts onto the outer cone of the opposite pipe union;

other joints are formed by means of flanges, adjustable adapters or cones that are vacuum -

brazed with the pipe.

In order to prevent undesirable vibration of the fuel pipes, holders are provided that fasten

the pipe to the engine surface. The holders are formed from suitably shaped metal sheet

made of stainless steel shaped as a sleeve in that the pipe is seated in rubber packing.

Amongst the parts of fuel manifold special attention is to be paid to the pipe with protective

jacket that feeds fuel from the fuel control unit to the fuel distributor. Its protective jacket

prevents from fuel leakage - if any - into the compressor intake. It consists of the fuel pipe

itself that is made of stainless steel. This pipe bears on one of its ends a union nut for

connection with opposite flow adapter. The outer pipe forms a protective jacket.

Concentricity of the pipe and the jacket is achieved by brazing a number of segments onto

the inner pipe. Each segment has a milled cutting on its outer periphery that ensures free

passage between individual compartments. The space between the jacket and the pipe

becomes thus connected through the above mentioned milled cuttings in the segments, with

the compartment of the threaded joint on one of pipe end. The compartment of the threaded

joint is formed by a sliding bush sealed by rubber „O“ rings on one end.

Longitudinal shift of the bush is required in order to provide access to the union nut during

assembling. When fitted, the bush is secured by a screw.

The protective compartment that surrounds the fuel pipe and its threaded joint is thus

separated from the compressor intake. Should, therefore, the tightness of the fuel pipe or of

its joint fail, leaking fuel fills the protective compartment and flows out through a drain hole

in the outer jacket. It is thus prevented from entry in to the compressor intake.



73.11.00 Page 2 Jul 1, 2003



73.11.00 Page 101

Jul 1, 2003

F U E L M A N I F O L D

TROUBLESHOOTING

Con. No. Trouble Probable cause Remedy

1. Leakage of dismantleable joints of the fuel system

Loose joints

Faulty packing

Tighten the joints

Replace packing (see chapter 72.03.00, pages 301 to 305)

2. Leaky manifold Mechanical damage

Material fatigue

Replacement of the manifold (see chapter 72.03.00, pages 301 to 305).



73.11.00 Page 102 Jul 1, 2003



73.11.00 Page 601

Jul 1, 2003


On pages

601 to 603

Name of work

Fuel system - check on tightness


0.25


General:

Fuel system check on tightness is to be performed on the cold

engine when the oil temperature is higher than −20 °C.

If the oil temperature is lower than −20 °C, before fuel system

check on tightness the engine must be preheated in compliance

with chapter 72.03.00.

Ensure that all joints are clearly visible during this check. Check

visually each joint shown in the schematic diagram of the fuel

system presented in Fig. 601. When in doubt as to the joint

tightness, clean the spot by a clean cloth and check if any stain

appears on the cloth. If necessary, check tightness with a finger

of your hand. Wash your hands with warm water and soap

immediately.

Refer to

Page 101

Electric torch or

portable lamp

Clean cloth




73.11.00 Page 602 Jul 1, 2003


On pages

601 to 603

Name of work



0.25


1. Check visually tightness of the drain branch joints. Inspect the

drainage of the outlet casing - item (1) on the diagram of the

fuel installation; the flange on the drain valve - item (2), the

flange between the drainage adapter and the drain pipe - item

(3).

2. Check visually tightness of the joints of manifold supplying

fuel to torch igniters - item (4), of the pipe union on the baffle -

item (5) and of the pipe union on the fuel pump - item (6).

3. Check visually tightness of the joints of the fuel supply

manifold between the fuel control unit and the fuel distributor -

items (7) and (8).

4. Check visually tightness of the joints of the drainage system

of the fuel devices - items (13) and (14).

5. Check visually tightness of the joints between the pipes and

the fuel devices - items (9), (10), (11), and (12).



73.11.00 Page 603

Jul 1, 2003


On pages

601 to 603

Name of work



0.25


Fig. 601



73.11.00 Page 604 Jul 1, 2003



73.12.00 Page 1

Jul 1, 2003

F U E L D R A I N A G E


The fuel drainage system is a sub-system to the fuel system. According to the source, waste

fuel can be divided into three types. There are - fuel from possible leakages in the

compartments of shaft sealings of the drives of fuel control devices; unburnt fuel drainage

after unsuccessful starting; and, fuel from the fuel distributor, fuel supply manifold and inner

compartments of the fuel control unit (connected to the supply manifold of the fuel

distributor). This fuel is drained if the engine is shutdown by the control lever of the fuel shut-

off valve.

In the case of unsuccessful starting, unburnt fuel mostly accumulates in the lowest part of the

combustion chamber jacket; some fuel passes then further through turbines and

accumulates in the lowest part of the outlet channel from where it flows out through a hole in

the outlet channel wall into the outlet casing. Certain amount of unburnt fuel comes into

outlet casing directly via the push fit collar of the outlet channel in the power turbine nozzle

guide vane ring.

From the combustion chamber jacket bottom, the accumulated fuel is brought via the pipe

union directly to the drain valve and, from there, to the common drainage outlet. Fuel

accumulated in the outlet casing is directed via a pipe to the drain valve body where it joints

the fuel from the combustion chamber jacket and flows through the above pipe to the

common drainage outlet.

Drain fuel from the outlet casing is not affected by the function of the drain valve. In the

valve, the fuel only joints the fuel from the combustion chamber jacket.



73.12.00 Page 2 Jul 1, 2003

The drain valve in the drainage branch from the combustion chamber jacket is closed

automatically by increased air pressure following engine starting. The drain valve consists of

the upper and lower valve body that are held together by means of four bolts. An inlet

adapter is provided on the upper body that is made of stainless steel; by means of this

adapter, the entire valve is fastened to the adapter assembly of the combustion chamber

jacket. Pressed-in in the lower body that is made of light alloy, is a flat seat of heat-treated

stainless steel. A disk valve bears on this valve seat. The disk valve is supported by a helical

spring made of stainless steel. In the „open“ position, the spring forces the valve onto the

lower surface of the upper body. The required through-flow passage between the seat and

the lower edge of the valve is so provided. To improve the guidance of the disk valve made

of stainless steel, a tri-edged shank is formed in the valve axis that is push fitted in the

centering hole of the upper body.

In the initial position - position „open“ - fuel flows through the adapter of the upper cover via

the valve seat to the compartment below the valve and from there, together with the fuel from

the outlet casing, it leaves through a common outlet channel via a transfer tube to the

common drainage sump.

Pressure increase following engine starting, enables drainage of the last remainder of fuel

from the combustion chamber jacket. When 30 % of the gas generator speed is reached,

pressure force in the combustion chamber jacket exceeds the spring force and the valve

closes. When generator speed drops below 30 % during the engine shutdown, the valve

opens again.

The drain valve sectional view is presented in Fig. 1.



73.12.00 Page 3

Jul 1, 2003

Legend:

1 Upper body I Fuel drainage from the combustion chamber jacket

2 Disk valve II Fuel drainage from the outlet jacket

3 Lower body III Common exit of waste fuel

4 Seat

5 Spring

6 Combustion chamber jacket

DRAIN VALVE

Fig. 1



73.12.00 Page 4 Jul 1, 2003



73.12.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

M601-830.7 drain valve - replacement Manpower required (Manhours)

1.00


1. Removal

1.1 Unlock the hollow bolt of the drainage manifold. Using

spanner s=14 mm, release the bolt and unscrew it.

1.2 Using a caulking chisel or screwdriver, unlock 4 nuts of

the drainage manifold flanges on the drain valve. Using

spanner s=7 mm, loosen and unscrew the nuts.

1.3 Using spanner s=19 mm, loosen and unscrew the drain

valve.

See

Page 101

Hammer

Spanners s=7 mm, s=14 mm,

s=19 mm

Caulking chisel

Screwdriver

Flat pliers

Pointed side nippers



- 0.4 m

Lock washers

4.2 LDN 3290-4 - 4 pcs




73.12.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

M601-830.7 drain valve - replacement Manpower required (Manhours)

1.00


2. Installation

2.1 Screw the drain valve including the sealing ring on so that

the axis of the valve inlet flange will be parallel with the

engine axis and the flange with lesser hole will be facing

forwards after tightening.

2.2 Install the drainage manifold with its packing. Using

spanner s=7 mm, tighten 2 nuts on the flange, screw the

hollow bolt into pipe eye and tighten it using spanner s=14

mm.

2.3 Install the drain valve including its packing and tighten

2 nuts on the flange using the spanner s=7 mm.

2.4 Lock all joints.



73.20.00 Page 1

Jul 1, 2003

F U E L C O N T R O L S Y S T E M

GENERAL

The engine fuel control system ensures, due to its design and functional parameters, the fuel

supply in such a quantity and of quality characteristics that provide for optimum degree of

engine function under the circumstances and conditions of operation that are described in

tactical and technical specifications.

The fuel control system of the engine consists of two independent devices:

- LUN 6290.04-8 fuel pump

- LUN 6590.05-8 fuel control unit.

The pump and the control unit are mutually connected by two manifolds. One of them is used

for supply of fuel required for ensuring the function of the control elements and for attaining

the demanded outlet characteristics of the fuel supply to the engine. The other serves for the

by-pass fuel flow from the control unit back to the pump inlet.

The fuel pump ensures the fuel flow rate to the fuel control unit and the fuel pressure

required for satisfying all required functions of the fuel control system. The fuel control unit

features several control sub-systems (starting circuit; circuit for the metering needle pressure

difference control - depending on the flight altitude; automatic speed governor; acceleration

and deceleration control unit; controls for engine power rating setting; device protecting the

engine from exceeding critical parameters; emergency circuit for the control of fuel supply to

the engine) that enable, in their interaction, matching of characteristics of the fuel pump and

of the fuel control unit so that the desired functional properties of the engine will be attained.



73.20.00 Page 2 Jul 1, 2003

List of designation

Gp fuel flow rate l/hr

nG generator speed rpm

nGvoln generator idling speed rpm

nGmax generator maximum speed rpm

nČ pump speed rpm

nR speed of the fuel control unit rpm

τ time sec

p2* total pressure at the compressor outlet MPa

p1 aircraft ambient pressure measured in the compartment of baroboxes kPa (torr)

pH aircraft ambient pressure kPa (torr)

pČ fuel pressure at the pump outlet MPa

pČ1 fuel pressure at the main metering needle entry MPa

pČ2 fuel pressure at the automatic starting device needle outlet MPa

pd fuel pressure in the drainage manifold MPa

pk constant fuel pressure MPa

pm fuel pressure under the feedback diaphragm MPa

pr control pressure MPa

ps fuel pressure at the pump inlet MPa

ps1 fuel pressure at the pump inlet at transient ratings MPa

pt fuel pressure at entry to nozzles MPa

pv fuel pressure at the main metering needle outlet MPa

pv1 fuel pressure level held by the pressurizing valve MPa

pz fuel pressure at the torch igniters inlet MPa

px control pressure MPa

tH ambient temperature °C

H flight altitude m (km)

NO emergency circuit

α1 angle of setting of the engine control lever of the fuel control unit °

α2 angle of setting of the lever of the mechanical shut-off and drain valve °



73.20.00 Page 3

Jul 1, 2003

Basic characteristics of the fuel control unit (FCU)

Designation LUN 6590.05-8

Drive from the engine

Gear ratio - control unit drive / generator speed 0.12237

Sense of rotation when viewed from the side of the drive clockwise

FCU mass max. 14 kg

Required input of the FCU 0.5 kW (informatively)

FCU speed at idling (engine control lever position α1 = 0) 2690+135 rpm

FCU speed at take-off rating (α1 = 55° - elastic stop) 4487±20 rpm

Maximum speed limited by the speed governor at the reverse

thrust rating 4330+135

-22 rpm

Overspeed of the FCU at maximum contingency rating in

comparison with adjusted max FCU speed 120+20 rpm

Fuel flow rate at starting Gp = 41.5+5 l/hr

Fuel flow rate at idling Gp = 78+4-3 l/hr

Fuel flow rate limited by the FCU at p1 = 101.325 kPa, α1 = 55° Gp = 327±5 l/hr

Fuel flow rate limited by the FCU at the reverse thrust rating,

α1 = -55°

Gp = 225+10 l/hr



73.20.00 Page 4 Jul 1, 2003

Basic characteristics of the fuel pump

Designation LUN 6290.04-8

Drive from the engine

Gear ratio - fuel pump/generator speed 0.11965

Maximum fuel pump speed 4454 rpm

Sense of rotation when viewed from the side of the drive counterclockwise

Fuel pump mass max. 3.0 kg

Required input of the fuel pump 1.5 kW (informatively)

Fuel pump delivery

at nČ = 700+20 rpm

pČ = 0.5+0.05 MPa

pS = 0.07MPa (overpressure)

at nČ = 4500+50 rpm

pČ = 2-0.1 MPa

pS = 0.07MPa (overpressure)

min. 215 l/hr

min. 1000 l/hr

Constant fuel flow valve delivery for the torch igniters

at nČ = 700+20 rpm

pZ = 0.15 ± 0.01 MPa

max. 100 cm3/min



73.20.00 Page 5

Jul 1, 2003

F U E L C O N T R O L S Y S T E M

FUNCTION

The engine fuel control system provides for:

– The supply of fuel for starting on the ground as well as in flight up to the altitude

H = 4,200 m.

– The control of the steady power ratings that correspond with adjusted gas generator

speed by change in the fuel flow rate within corresponding limits for air speed V = 0 up

to 450 km/h and flight altitudes H = 0 up to 8,500 m.

– Controlled acceleration and deceleration within the range from idle up to the take-off

rating on the ground as well as in flight.

– Supply of fuel to the engine when used the max. contingency rating - after overcoming

elastic stop in the position of the engine control lever α1 = 55°.

– Engine protection by change in fuel flow rate due to the intervention of the integrated

electronic limiter unit in case of exceeding monitored values of engine parameters as

determined by the engine manufacturer (maximum torque on the propeller shaft, inter-

turbine temperature, maximum generator speed, maximum speed of the propeller

shaft and dITT/dt gradient).

– Emergency manual control of fuel supply to the engine by means of the shut-off valve

lever shifting within angles α2 = 25° to 85° with the electromagnetic valve of the

emergency circuit switched on.

– With the lever of the shut-off valve shifted into position „STOP“, reliable and fast

interruption of the fuel supply to the engine with simultaneous fuel drainage from the

fuel distributor; this is also valid for emergency control of fuel supply to the engine.

– Closing of fuel supply to the engine in rest, but when the booster pumps are on; even

in the case when the mechanical shut-off valve is in open position.

– The control of fuel supply to the engine operating at reverse thrust rating and the

protection from exceeding maximum engine speed during the reverse thrust rating in

operation.

– Fuel supply that is required for igniting by the torch igniters at engine starting.



73.20.00 Page 6 Jul 1, 2003

FUNCTION OF INDIVIDUAL CIRCUITS OF THE FUEL CONTROL SYSTEM (Ref. the diagram on the page 11 of this chapter.)

Engine equipment: Fuel control unit: LUN 6590.05-8 Fuel pump: LUN 6290.04-8

Fuel pump

The fuel pump (item 1) delivers sufficient quantity of fuel of required pressure to the fuel control unit via the fuel filter (item 3) that is integral with the pump. For safety reasons, a maximum fuel pressure valve (item 2) is incorporated at the pump outlet. In case of undesirable pressure increase at the pump outlet, the latter valve by-passes fuel to the pump inlet. The pump includes also a pressure reducing valve (item 48) that ensures the supply of fuel to the torch igniters during the initial phase of the starting cycle. Reliable and stable functioning of the pressure reducing valve is achieved thanks to the parameters of the other two components included in this circuit - damper (item 49) and non-return valve (item 51). The device is put into effect by switching on the electromagnetic valve (item 46) that opens the orifice of the nozzle. The required quantity of fuel of pressure (pZ) flows through the nozzle to the torch igniters.

Starting

The starting cycle is fully automated and the supply of fuel to the engine is controlled by pressure at compressor outlet (p2*). Fuel is delivered via pipe union „G“ to the compartment above the diaphragm of the automatic starting device (control elements 40, 41, 50). The position of the starting needle is determined by the value of control pressure (p2*). Thanks to the constant pressure gradient valve (control element 39), the constant pressure gradient (pČ1 - pČ2) is being maintained on the starting needle. The quantity of fuel delivered via the automatic starting device is augmented by the fuel delivered via the main metering needle (item 38) that is controlled by the gas generator speed governor (items 23, 24) from the idle speed.

The initial starting quantity of fuel is determined by the position of the control element 50.

Maximum fuel quantity controlled by the starting automatic device itself and the gas generator idle speed in flight are determined by the position of the control element item 40.

The course of the starting characteristic is determined by the position of the control element item 41.



73.20.00 Page 7

Jul 1, 2003

Selection of the engine power rating and automatic maintaining of the selected rating

The selection of the rating is effected by means of the engine control lever (item 22). The

maintaining of the selected rating is ensured through the control of the fuel supply to the

engine by means of the speed governor (items 23 and 24). When selecting a rating that is

determined by the position of the engine control lever (item 22) on the shaft of that there is a

cam of the speed governor (item 26) and a cam of the sleeve (item 34) of the main metering

needle (item 38), the following other components of the control assembly are being shifted

due to their kinematic interlinkage: the sleeve (item 56) of the main metering needle and the

speed governor lever (item 25). This results in a change in load of the spring of the speed

governor. New steady gas generator speed is so set (the speed of the fuel control unit is

derived from the gas generator speed).

The centrifugal speed sensor (item 23) controls, via the blade relay (item 24), the magnitude

of the fuel control pressure (pX) and thus the position of the main metering needle (item 38)

whose steady position is adjusted so that the supply of fuel will correspond to the engine

consumption at the selected rating. When the speed is different from the selected one, the

centrifugal speed sensor processes this difference, changes the control pressure (pX) and the

latter adjusts the main metering needle new position required for ensuring the fuel supply for

maintaining the selected rating.

On the main metering needle, the constant pressure difference (pČ1 - pV) is maintained. This

is adjusted with respect to the ambient pressure (pH) that is being entered in the control unit

through pipe union „F“. The pressure difference control unit (items 9 to 15) controls, via the

blade relay (item 11), the servomotor (item 4) that by-passes the excess amount of fuel

supplied by the gear pump (item 1) to the pump inlet. Thus, the pressure difference (pČ1 - pV)

on the main metering needle (item 38) is controlled.

The pressure difference control unit (items 9 to 15) corrects with the change of the pressure

(pH) the pressure difference on the main metering needle so that the proper acceleration at

various flight altitudes will be ensured. The pressure difference is changed automatically with

ambient pressure (pH) variation.



73.20.00 Page 8 Jul 1, 2003

The control of engine acceleration and deceleration

Acceleration (change in the fuel supply at transient ratings) is time controlled. With shifting

the engine control lever (item 22), the load of the spring of the speed governor increases and

the main metering needle (item 38) shifts for increased fuel supply to the engine.

The increase of the fuel supply to the engine is ensured by controlling the speed of the shift

of the main metering needle. With shifting the needle (item 38), its differential piston

displaces the fuel via two hydraulic dampers (items16 and 17).

The required acceleration characteristic is achieved by selecting suitable resistance of

hydraulic dampers and by setting the time of opening the second hydraulic damper (item 17).

This is effected by the position of the main metering needle (item 38). To provide for a fast

initial increase in the fuel supply, a hydraulic accumulator (item 29) is included into the circuit

of hydraulic dampers (items 16 and 17). For the stabilization of the transition process and for

the control of the speed of displacement of the main metering needle, a diaphragm stabilizer

is included into the circuit of hydraulic dampers (items 16 and 17). This acts, via the blade

relay (item 24) of the speed governor, on the pressure (pX) that controls the main metering

needle position. The speed of displacement of the main metering needle (item 38) does not

change with the flight altitude but the pressure difference (pČ1 - pV) in its control cross-section

decreases and so does the fuel supply to the engine.

Deceleration is controlled by means of a hydraulic damper (item 18) in the branch of constant

pressure (pk) that is applied to the differential piston of the main metering needle.

Engine protection in case of monitored parameters exceeding

Sensors for monitored parameters exceeding are mounted on the engine. These sensors are

of electric type. If a certain monitored parameter exceeds its maximum magnitude that is

adjusted in the integral electronic limiter unit, to the integral electronic limiter unit that

generates an electric signal is directed the electrohydraulic transducer (items 28 and 45)

situated on the fuel control unit.

The electrohydraulic transducer discharges fuel from the pressure branch (pX) of the main

metering needle (item 38). This shifts in the direction of reduced fuel supply to the engine.

The reduction of the fuel supply to the engine is proportional to the excess of the value

monitored.



73.20.00 Page 9

Jul 1, 2003

Interruption of the fuel supply to the engine and draining the residual fuel from the fuel distributor when the engine is shut-down by the lever of the mechanical shut-off valve (items 30 and 31)

With the lever (item 30) of the shut-off valve (item 31) in position STOP, the fuel control unit stops the fuel supply to the engine (pipe union D) and simultaneously, drains the fuel distributor. This is put into effect by draining residual fuel from the fuel distributor to the drainage (pipe union C). With the lever (item 30) in this position, fuel is prevented from entering the engine; the fuel that penetrated due to the clearances of the valve (item 31) is also directed to the drainage.

The needle of the mechanical shut-off and drain valve (item 31) is fitted with a hydraulically controlled shut-off valve (item 52) that provides for automatic engine starting without any additional handling. When the mechanical shut-off and drain valve (item 31) is open and the engine is at the rest fuel does not enter the engine before pressure reaches the value determined by the adjustment of the shut-off valve (item 52) - even though the booster pumps are in operation.

Emergency control of the fuel supply to the engine by means of the emergency circuit

If the fuel control unit fails, the pilot directs an electric signal to the solenoid (item 43) that actuates the two-way valve (item 42). All the fuel delivered by the fuel pump is fed to the emergency circuit. The emergency circuit consists of the solenoid (item 43), two-way valve (item 42) and the valve (item 32) that closes the fuel supply (pV1) and holds constant pressure difference on the needle of the shut-off valve (item 31). The valve of the constant pressure difference (pČ1NO - pt) (item 32) of the emergency circuit holds the constant pressure difference on the throttling groove of the emergency circuit. This is put into effect when the excess the fuel is by-passed to the pump inlet (pS).

The throttling groove of the emergency circuit made in the needle of the shut-off and drain valve (item 31) enables that the pilot can select the required engine power rating by setting appropriate position (α2) of the control lever (item 30). However, when controlling the fuel supply by means of the emergency circuit, the pilot must check essential engine parameters (speed, inter-turbine temperature, propeller shaft torque, pressures, etc.) and set them by change in the position (α2) of the lever (item 30). With the emergency circuit switched on, engine starting can be effected within the range of angles α2 = 25° to 40° of the lever (item 30). The interruption of the fuel supply to the engine with simultaneous draining of residual fuel (as described in the preceding para) is ensured as well.



73.20.00 Page 10 Jul 1, 2003

Maximum contingency rating

An elastic stop (item 47) is fitted at an angle α1 = 55° on the engine control lever (item 22) in

the fuel control unit. The elastic stop can be overcome when applying greater force. After the

elastic stop has been overcome, with the engine control lever in position α1 = 60°+2° (fixed

stop), the fuel control unit provides for maximum contingency power of the engine.

Reverse thrust rating

The design of the fuel control unit with respect to the control mechanism for the reverse

thrust rating selection (range of the engine control lever (item 22) from α1 = 0° to α1 = -55°),

the shape of the cam of the sleeve (item 34) and that of the cam of the speed governor (item

26) make it possible to control the fuel supply to the engine at reverse thrust rating and to

prevent from exceeding maximum engine speed during this rating.



73.20.00 Page 11

Jul 1, 2003

SCHEMATIC DIAGRAM OF THE FUEL CONTROL SYSTEM



73.20.00 Page 12 Jul 1, 2003



73.21.00 Page 1

Jul 1, 2003

F U E L C O N T R O L U N I T

GENERAL

The LUN 6590.05-8 fuel control unit forms a part of the fuel system of the engine.

Together with the fuel pump, the FCU provides for the supply of fuel to the engine during:

– starting

– steady ratings

– transient ratings

– max. contingency rating

– reverse thrust rating.

The FCU incorporates devices that provide for:

– engine protection from exceeding critical parameters

– emergency control of fuel supply to the engine

– reliable and fast fuel supply cut-off with simultaneous drainage of fuel from the fuel

distributor

– fuel supply cut-off in case that the engine is at rest and booster pumps on even with

the shut-off and drain valve in open position.



73.21.00 Page 2 Jul 1, 2003

DESCRIPTION

The FCU consists of two housings that incorporate independent subassemblies (barostatic

governor of pressure difference, electro-hydraulic transducer, electromagnetic valve) that are

interconnected by corresponding channels. As a whole, they form a compact unit with

optimum functional, technological and operational parameters.

The FCU is actuated by two control levers:

– the FCU main control lever for setting engine ratings

– the lever of the mechanical shut-off and drain valve that serves, in case of emergency

circuit operation, for emergency control of engine ratings.

The FCU features a number of control elements some of that can be used in operation

for trimming the characteristics to optimum values.

By the fuel manifold adapters the FCU is coupled - through the manifolds - to the fuel pump,

fuel distributor, drainage and pressure at the compressor outlet. The FCU is fitted with four

de-aeration valves. The FCU flange is of the form of an annular segment. There are four

holes for bolts that fasten the FCU to the accessory drive casing at 4 o’clock position as

viewed from the rear. Fastened to the flange is the centering cover of the seal through that

the splined shaft of the centrifugal speed governor rotor passes axially.

At FCU preservation by means of the preservation agent a special adapter must be screwed

on the FCU outlet pipe union. Thus the penetration of the agent into the engine is prevented.

The agent flows into a prepared container. The same adapter can be used at FCU

de-preservation. The adapter is a part of the aircraft tools kit.

The LUN 6590.05-8 FCU consists of:

1. Starting control unit (control elements 40, 41, 50).

2. Constant pressure difference valve of the starting control unit (control element 39).

3. Centrifugal speed governor with fuel temperature compensator (items 23, 24, 25, 55;

control elements 19, 20, 27).

4. Acceleration control unit (control elements 16, 17).



73.21.00 Page 3

Jul 1, 2003

5. Jet operated plate valve for engaging the second acceleration level (control element 7).

6. Hydraulic accumulator (control element 29).

7. Technological stop for engine adjustment, see 73.21.00, Page 531.

8. Elastic stop permitting the transition to the maximum contingency rating (control element

47).

9. Constant pressure difference valve of the emergency circuit (control element 32).

10. Constant pressure valve (item 8).

11. Proportional flow control unit - barostatic control unit (control elements 9, 15; items 10,

11, 12, 13, 14).

12. Servo-assisted by-pass valve of the pressure drop control unit (item 4).

13. Differential piston with the main metering needle (control elements 5, 44; item 38).

14. Pressure level holding valve for FCU operation (control element 36).

15. Deceleration unit (item 18).

16. Mechanical shut-off and drain valve (items 30, 31).

17. Hydraulic actuated shut-off valve (item 52).

18. Electro-hydraulic transducer (items 28, 45).

19. Actuating mechanism for power rating setting (items 22, 25, 26, 33, 34, 35, 36).

20. Emergency circuit actuating solenoid (item 43).

21. Two-way valve for engaging the emergency circuit and disengaging the main control

circuit (item 42).

22. Metering needle for manual control of fuel supply if the emergency circuit is on (items 30,

31).

23. De-aeration valves (items 6, 21, 53, 54).

Numbering corresponds to diagrams presented in 73.20.00, Page 11 and 73.21.00, Page 4.

Individual parts of the FCU are described in the subsequent text.



73.21.00 Page 4 Jul 1, 2003

LUN 6590.05-8 FUEL CONTROL UNIT

The layout of control elements that can be used by the engine manufacturer

or by the aircraft user for FCU adjustment; the layout of de-aeration valves.



73.21.00 Page 5

Jul 1, 2003

ad 1. Automatic starting unit

consists of a profiled needle passing through a bushing. The position of the needle and thus the area of the flow cross-section formed by the profiled part of the needle, is controlled by the adjustment of control parameters - i.e. pressure (p2*) at the compressor outlet that is applied to the diaphragm; spring load (controlled by control element 41); adjustment of the lower stop (control element 50) and the upper stop (control element 40).

ad 2. Constant pressure difference valve of the automatic starting unit

consists of a jet operated plate valve. By its design, the plate is connected to a rubber diaphragm. By control element 39, the required pressure difference for ensuring optimum function of the automatic starting unit is set by loading the tension spring of the diaphragm.

ad 3. Centrifugal speed governor with a fuel temperature compensator

The centrifugal speed governor consists of several basic subassemblies, as follows:

– the fork of the centrifugal speed governor, include the governor weights;

– the bracket, include the bearing support and the bearing

– bimetallic compensator ensuring speed correction depending on the temperature of fuel;

– speed governor spring;

– the speed governor cam;

– maximum speed lever and adjusting screw;

– idling speed lever and adjusting screw;

– the blade relay of the speed governor and the feedback diaphragm.

The fork of the centrifugal speed governor is supported in a bearing; it has two governor weights whose centrifugal force generated during their rotation is transmitted by the pin to the support of the bearing seated in the bracket. Axial thrust of the rotating weights is balanced by the change of the force of the governor spring resulting from the position (angular displacement) of the speed governor cam. Following any interference in the equilibrium, the cross-sectional area of flow passage of the blade relay of the speed governor is changed - as well as the fuel supply to the generator. Then the equilibrium conditions are restored.



73.21.00 Page 6 Jul 1, 2003

ad 4. Acceleration unit

consists of two adjustable dampers of similar design.

Main parts of these dampers are

- slide valve with spiral groove and tapered surface,

- sleeve with inlet and outlet ports.

ad 5. Jet operated plate valve

activates at a selected and adjusted position of the main metering needle, the second

stage of acceleration. The hemispherical plate bears by its flat surface on the nozzle

face. Thrust is ensured by a spring bearing on a lever that is in contact with the plate.

ad 6. Hydraulic accumulator

consists of two springs with a rubber diaphragm in between them. The damping effect

can be adjusted by an adjusting screw.

ad 7. Technological stop for engine adjustment

This is a cap nut of special design that is screwed on the screw of elastic stop when

adjusting the engine.

ad 8. Elastic stop enabling transition to maximum contingency power

The elastic stop consists of a stop held in the body by means of a special ball lock.

An adjusting nut makes it possible to adjust the force required to overcome the stop.

The stop screw serves for setting the position of the stop to correspond to the

maximum contingency power rating. Installed behind the stop screw there is a seal with

a foil that serves for the indication of the use of the maximum contingency power rating.

A transport locking nut is screwed on the stop to prevent undesirable shifting of the

stop during handling operations prior to putting the engine into operation.

ad 9. Constant pressure difference valve of the emergency circuit

consists of a slide valve, sleeve and spring.

The slide valve is designed so as to act as a constant pressure difference valve on the

passage section of the groove of the emergency circuit as well as a by-passing

servomotor in case of emergency control of the supply of fuel to the engine.

The spring force determines the magnitude of the pressure difference.



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Jul 1, 2003

ad 10. Constant pressure valve

consists of a slide valve, spring and sleeve.

The required magnitude of fuel pressure can be adjusted by the spring force.

ad 11. Proportional fuel flow control unit

This barostatic control unit is designed as a separate housing that is fastened to the FCU by three bolts. The following subassemblies are built in the housing of the barostatic control unit:

a) A blade relay include barometric correction and a feedback diaphragm

b) A stabilization device

c) A diaphragm pressure drop sensor of the nozzle-flap type

d) A pressure drop adjusting screw.

ad 12. Servomotor

consists of a differential slide valve and a sleeve.

Two profile grooves are made on the smaller diameter of the slide valve. Through these grooves, fuel is fed to the by-pass. The larger diameter of the slide valve is fitted with a rubber collar. A calibrated nozzle is screwed in the slide valve.

ad 13. Differential piston include the main metering needle

The differential piston forms a common design subassembly with the main metering needle that features two symmetrically situated profiled grooves. In the bottom part of the needle is a sleeve that is connected by a kinematic link to the main control lever. The sleeve controls the maximum fuel supply at given angle of the main control lever. The equilibrium position of the main metering needle is determined by pressures acting on the differential piston surface whose control pressure compartments are sealed by means of rubber collars.

ad 14. FCU pressurizing valve

comprises a slide valve with two types of through-flow openings, a sleeve and a spring.

ad 15. Deceleration unit

is designed as a packet damper.

Individual plates with small diameter holes are fitted into the sleeve in such a way that plates with a hole made in the axis alternate with plates with holes outside the axis. Spacing rings are inserted in between the plates.



73.21.00 Page 8 Jul 1, 2003

ad 16. Mechanical shut-off and drain valve

consists of the following main parts: a slide valve, a sleeve and an actuating mechanism.

The slide valve features the holes to ensure the performance of required functions. The position of the slide valve that is housed in the sleeve can be selected by turning a lever linked with a pinion meshing with a rack on the slide valve itself.

- Hydraulic actuated shut-off valve is a part of the slide valve.

- When the electromagnetic valve of the emergency circuit is on, the subassembly performs the function of the metering needle for manual control of fuel supply (see ad 22.).

ad 17. Hydraulic actuated shut-off valve

is situated on one end of the slide valve of the mechanical shut-off and drain valve.

It is of a nozzle-flap type. The flap is guided by a ball journal. To ensure perfect tightness, rubber is vulcanized into the groove on the flap head. The spring is adjusted by means of washers so that required force will be achieved.

ad 18. Electrohydraulic transducer

The electrohydraulic transducer controls pressure (pX) in the compartment of the main metering needle and thus its position. Thus the fuel supply is dependent on the control signal from the integrated electronic limiter unit. It is designed as an independent subassembly mounted on the FCU body. It is of two parts: the electromagnet circuit and the control blade valve circuit. These parts are mechanically interlinked and mutually sealed. The electromagnet consists of a four-pole permanent magnet that generates strong magnetic flux in air gaps of the pole shoes. The armature surrounded by two coils with appropriate windings orientation obtains flux that corresponds to the control current in the coils and the polarity of the magnet. This is why the armature turns in this magnetic field depending on the magnitude of the control signal and turns by the blade valve. The turning of the armature and of the blade valve lever is mutually linked by a rigid mechanical link by means of an axle. Two counteracting helical springs on the blade valve lever act against the force of the magnetic circuit. To limit the overall travel of the blade valve, stop screws are fitted in the upper pole shoe. Adjustment and initial setting of the blade valve position is performed by adjusting screws in the cover of electrohydraulic transducer. To protect the nozzle and the blade valve from impurities, a local strainer is built in the transducer housing.



73.21.00 Page 9

Jul 1, 2003

ad 19. Mechanism for power rating setting

consists of the main actuating lever, a speed governor cam and a cam of the main metering needle (flow control cam).

Both cams are fixed on the shaft of the main actuating lever. To achieve the required characteristics, mutual position of the two cams should be adjusted.

The speed governor cam bears on the roller of the lever that determines the speed governor spring force depending on the position (turning) of the main actuating lever. The flow control cam contour is made in the form of a groove. A roller that is a part of the lever follows the groove. The position of the sleeve changes with the position of the main actuating lever. Thus the max. possible travel of the main metering needle is determined and this way the max. area of control cross-section in the groove of the main metering needle is determined as well.

ad 20. Electromagnet for activating the emergency circuit

consists of a jacket made of soft magnetic material. A fork and a coil are closely fitted in the jacket. The coil winding is made of copper wire with polyesterimide insulation. The coil outlets are soldered to connector terminals marked A and V. The fork and the coil are attached to the jacket by pins and, moreover, encased in hot poured epoxy resin mixed with ground fused quartz.

Complete armature is closely fitted into the coil with the jacket. Its position is controlled by a spring that pushes the armature until it bears on the closing nut. The complete valve (with the hemisphere) and the stop screw are attached to the armature by means of a thread and pin.

The electromagnet is mounted into the housing opposite to the nozzle. It is sealed against nominal pressures up to 2.0 MPa. It opens within less than 0.1 sec at 20 V DC.

ad 21. Two-way valve for activating the emergency circuit and disengaging the main control circuit

consists of a slide valve and a sleeve.

The slide valve has the form of a differential piston. Working ports are drilled in the slide valve shank of smaller diameter.

In the axis of the slide valve shank of larger diameter there is a nozzle. On its circumference there are labyrinth seal grooves.

Depending on the position of the slide valve in the sleeve (electromagnet on or off) fuel is supplied either to the main or emergency branch of the fuel control unit.



73.21.00 Page 10 Jul 1, 2003

ad 22. Metering needle for manual fuel supply when the emergency circuit is on

The needle is identical with that of the shut-off and drain valve. However, in addition

to the shut-off and drain functions, the needle performs also the metering function,

depending on the position (turning) of this valve actuating lever. For this purpose, two

profiled throttling grooves are made opposite to each other on the valve surface.

ad 23. De-aeration valves

There are four de-aeration valves on the FCU.

The body of the de-aeration valve is formed by a pipe union. A sealing steel ball is

inserted into the cylindrical recess with a seat. The ball is forced into the seat by the

load of a spring. The de-aeration valves are closed by knurled cap nuts.



73.21.00 Page 101

Jul 1, 2003


TROUBLESHOOTING

If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the

organization appointed to FCU technical services.



73.21.00 Page 102 Jul 1, 2003



73.21.00 Page 201

Jul 1, 2003


SERVICING TECHNOLOGY

Work Page

FCU de-preservation 301 to 302

De-aeration of the LUN 6590.05-8 fuel control unit 303 to 304

LUN 6590.05-8 fuel control unit - replacement 401 to 406

Permitted adjustment of the FCU fitted on the engine that can be

performed by trained-in personnel of the user

501 to 513

528 to 533

Permitted adjustment of the FCU fitted on the engine that can be

performed by personnel of organization appointed to FCU services

514 to 560

Permitted operations on the FCU 801 to 802

Preservation and storage of the FCU 901 to 903

Measures to be taken during breaks in FCU operation 904



73.21.00 Page 202 Jul 1, 2003



73.21.00 Page 301

Jul 1, 2003


On pages

301 to 302

Name of work

FCU de-preservation


1.00


FCU de-preservation is performed according to its intended

application.

Procedure:

1. Unpack the FCU on a clean bench.

2. Put the FCU into a shallow tub (dish) and de-preserve its

surface using a brush wetted in clean petrol.

Having removed all preservation oil, dry the FCU by clean

and dry air stream of 0.1 to 0.5 MPa (1 to 5 kp/sq cm)

pressure.

Following outer de-preservation, remove all blinding plugs of

both inlet and outlet sockets.

See

Page 101

Brush

Shallow tub

100/500x500 mm

Compressed air

0.1 to 0.5 MPa

(1 to 5 kp/sq.cm)

Petrol - 2 litres




73.21.00 Page 302 Jul 1, 2003


On pages

301 to 302

Name of work

FCU de-preservation


1.00


3. Depending on the FCU application, inner de-preservation is

performed as follows:

3.1 If the FCU is to be installed on the engine, inner

de-preservation is performed together with the engine.

3.2 If the FCU is to be checked for performance test or for other

testing, it should be mounted on a test stand and flushed for

2 to 5 minutes with any kind of fuels permitted in technical

specifications.

3.3 Following inner de-preservation, all orifices, both inlet and

outlet ones, must be fitted with blinding plugs with sealing

rings.

4. Enter the reason and date of de-preservation in the FCU

log. The entry should be confirmed by the signature of the

person in charge.



73.21.00 Page 303

Jul 1, 2003


On pages

303 to 304

Name of work

De-aeration of the LUN 6590.05-8 fuel control unit Manpower required (Manhours)

0.50


1. Unlock and manually unscrew the knurled closing nuts of the

fuel control unit de-aeration valves. (items 53 and 54, ref. fig.

in section 73.21.00, page 4)

2. Screw manually the M601-915.9 de-aeration adapters on the

de-aeration valves. Push the adapter hoses into the waste

fuel container.

3. Open the fire-protection cock, switch on the board booster

pump and push the starter button. Leave the shut-off valve

closed.

4. After switching off the starter, leave the board booster pump

switched on and check whether clean fuel free of air bubbles

flows out from the hoses of the de-aeration adapters.

5. If the fuel is clean, switch board booster pump off; unscrew

the de-aeration adapters.

See

Page 101

Pointer side nippers

Flat pliers

Fuel container

- capacity 5 litres

De-aeration adapter

No. M601-915.9 - 2pcs



- 0.6 m




73.21.00 Page 304 Jul 1, 2003


On pages

303 to 304

Name of work

De-aeration of the LUN 6590.05-8 fuel control unit Manpower required (Manhours)

0.50


6. Screw closing nuts on the de-aeration valves of the fuel

control unit.

7. Unclock and manually unscrew the knurled closing nuts of

the other two de-aeration valves (items 6 and 21; ref.

section 73.20.00, page 4).

8. Screw de-aeration adapters on the de-aeration valves.

Push the adapter hoses into the waste fuel container.

9. Switch on the board booster pump - without starter

operation. The shut-off valve remains closed.

10. Check whether clean fuel free of bubbles flows out from

the hoses.

11. Then, switch the board booster pump off and close the

fire-protection cock.

12. Unscrew both de-aeration adapters.

13. Screw on and lock the closing nuts on the de-aeration

valves.

NOTE: As far as 4pcs of de-aeration adapters are available,

FCU de-aeration is possible to carry out through all 4

de-aeration valves at the same time.



73.21.00 Page 401

Jul 1, 2003


On pages

401 to 406

Name of work

LUN 6590.05-8 fuel control unit - replacement Manpower required (Manhours)

3.00


1. Removal

1.1 Prior to removal, preserve the fuel control unit to be

removed (ref. 73.21.00, pages 901 to 903)

1.2 Release manually the lock of the fuel shut-off valve pull rod.

1.3 Using a screwdriver, unlock the tab washer and using the

spanner s=8 mm, unscrew the nut of the pull rod pin of the

engine control lever on the fuel control unit. Pull out the pin

including the pull rod.

1.4 Unlock and manually release the nuts of the plugs of the

emergency circuit valve and of the electro-hydraulic

transducer. Pull the plugs out.

See

Page 101

Spanners s=8; 14; 15; 17; 19;

22 mm

Socket spanner s=7 mm

M601-941.4

Flat eye spanner 14x14

M601-9101

Spanner 145-PM30

Flat pliers


Screwdriver

Washer 5.2 ONL 3288.2



- 1 m




73.21.00 Page 402 Jul 1, 2003


On pages

401 to 406

Name of work


3.00


1.5 Unlock and disconnect the following hoses and pipes:

- fuel supply hose from the airframe installation, using

spanner s=22 mm

- the M601-822.9 fuel by-pass manifold, using spanner

s=22 mm

- the M601-823.9 fuel transfer tube to the fuel control unit

(first using spanner s=19 mm, release the union nut on

the fuel pump and then using spanner s=17 mm, release

the banjo bolt of the adjustable pipe union of the fuel

control unit)

- the M601-871.6 air supply tube to fuel control unit: both

on the device and on the engine, using spanner

s=15 mm

- the M601-854.6 fuel drain pipe from the fuel control unit

and fuel pump, using spanner s=15 mm

- the M601-845.6 pipe for the fuel supply to the fuel

distributor, using spanner s=17 mm

1.6 Using flat eye spanner s=14 mm, release and unscrew 4

self-locking nuts that fasten the fuel control unit to accessory

drive casing.

1.7 Pull the fuel control unit in the direction to the fireseal

bulkhead off the driving shaft and studs.



73.21.00 Page 403

Jul 1, 2003


On pages

401 to 406

Name of work


3.00


2. Installation

2.1 Prior to installation de-preserve the fuel control unit outer

surface, check the seals and using spanner No. 145-PM30

check the smooth turning of the driving shaft, of the engine

control lever and of the shut-off valve as well. Clean the

flange bearing surface and remove the blinding plug.

2.2 Coat slightly the driving shaft, the centering shoulder and all

pipe unions by engine oil. Check the rubber sealing ring on

the centering shoulder of the drive.

2.3 Slide the fuel control unit into the driving splines and on the

studs. If required, turn the drive by means of manual turning

by the generator rotor.

2.4 Secure the fuel control unit by the fastening the self-locking

nut on the right upper screw and fit the pipe for fuel

distributor supply Dwg. No. M601-845.6 to the control unit

pipe union and tighten it slightly, using spanner s=17 mm.

2.5 Using flat eye spanner s=14 mm, screw on and tighten other

self-locking nuts.

2.6 Using spanner s=17 mm, tighten the union nut of the fuel

supply pipe to the M601-845.6 fuel distributor and lock it by

means of binding wire.



73.21.00 Page 404 Jul 1, 2003


On pages

401 to 406

Name of work


3.00


2.7 Connect and secure the following pipes and hoses:

- the M601-854.6 fuel drain pipe to the fuel control unit and to the fuel pump, using spanner s=15 mm

- the M601-871.6 air feed tube to the fuel control unit

- the M601-823.9 fuel inlet manifold to the fuel control unit (tighten slightly both joints, then tighten the banjo bolt by spanner s=17 mm and finally, the union nut by spanner s=19 mm

- the M601-822.9 fuel by-pass tube by spanner s=19 mm

- fuel inlet hose from the airframe installation, by the spanner s=22 mm

2.8 Connect and secure the emergency circuit plugs and electrohydraulic transducer plugs.

2.9 Using the 146-PM2001 centering pin check the position of the engine control lever scale on the FCU in comparison with the FCU body. The position of the hole in the scale at the angle of −27o must correspond with the hole in the FCU body.

2.10 The 146-PM2001 centring pin insert into the hole in the engine control lever on the FCU and at the same time into the hole on the scale at the angle of +15°. The scale line on the pointer must correspond with the „0“ mark on the scale. If some disagreement appears, bend the pointer to reach the agreement.



73.21.00 Page 405

Jul 1, 2003


On pages

401 to 406

Name of work


3.00


2.11 Using spanner s=8 mm screw the pin of the pull rod of the

engine control lever in the lever eye and secure it by

means of a lock washer.

2.12 Install the airframe pull rod to the fuel shut-off valve.

2.13 Fuel control unit - de-preservation and de-aeration

- screw the preservation adapter on the preservation pipe

union on the FCU instead of the plug. Slide the hose on

the flow adapter and the other end put into the

container

- open the airframe fire cock, switch on the airframe

booster pump and open the fuel shut-off valve

- carry out the dry motoring run

- close the fuel shut-off valve, switch off the airframe

booster pump and close the airframe fire cock

- remove the preservation adapter and screw on the plug

instead of it. Lock the plug by a lockwire

- de-aeration is to be performed in accordance with

technological instruction 73.21.00, pages 303 to 304.



73.21.00 Page 406 Jul 1, 2003


On pages

401 to 406

Name of work


3.00


2.14 Enter the replacement of the fuel control unit in the Engine Log Book and into corresponding logs. Blind all holes on the dismantled instrument.

2.15 Check engine actuation:

- adjustment of the V3 clearance; (ref. 76.10.00, pages 502 to 503)

- adjustment of the basic (zero) position of the engine control lever; (ref. 76.10.00, page 501)

- adjustment of the length of the airframe pull rod; (ref. 76.10.00, page 504)

- adjustment of the lever travel for manual propeller pitch setting; (ref. 76.10.00, page 505)

- adjustment of the reverse power; (ref 76.10.00, pages 512 to 514)

- adjustment of the actuation lever of the fuel shut-off valve (ref. 76.10.00, pages 509 to 511)

2.16 Check the operational ability of the torque limiter in accordance with technological instructions, section 77.15.00, pages 501 to 502.

2.17 Check and adjust the on and off points of the automatic feathering switch on the engine control lever in accordance with technological instructions, section 76.10.00, pages 506 and 507.



73.21.00 Page 501

Jul 1, 2003

PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE THAT CAN BE PERFORMED BY TRAINED - IN PERSONNEL OF THE USER

− Adjustment of engine starting − control elements 41, 50

(ref. 73.21.00, Pages 502 to 507)

− Adjustment of the ground idling speed − control element 19

(ref. 73.21.00, Pages 508 to 510)

− Adustment of the speed controlled by speed

governor

− control element 27

(ref. 73.21.00, Pages 511 to 513)

− Check and adjustment of maximum generator

speed by means of the technological stop

− control element 27

(ref. 73.21.00, Pages 558 to 560)

− Check and adjustment of the reverse thrust power − control element 8

(ref. 76.10.00, Pages 512 to 514)

− Check on operation of the elastic stop − control element 47

(ref. 73.21.00, Pages 528 to 533)



73.21.00 Page 502 Jul 1, 2003


On pages

502 to 505

Name of work

Adjustment of engine starting


0.50


Adjustment of engine starting is to be performed using control

element (in the subsequent text - element) 41, see Fig. 501, in

the following cases:

a) Starting is slow with tendency to generator speed sticking

below the idling speed or it actually sticks. In this case, the

adjusting screw (in the subsequent text - screw) (2) of

element 41 should be turned clockwise.

b) Starting is fast with a tendency to excessive inter-turbine

temperature growth.

In this case, screw (2) of element 41 should be turned

counterclockwise.

See Fig. 502 for changes in the starting characteristics

when using element 41 for adjustment.

See

Page 101

Spanner s=8 mm

Spanner 3 No. 146-PM 160

Flat pliers

Pincers

Seal N 9910 (or user’s seal)

Wire dia 0.63 mm

of stainless steel 17 246. 4

- length 250 mm




73.21.00 Page 503

Jul 1, 2003


On pages

502 to 505

Name of work



0.50


Procedure:

1. Using pliers, remove the seal and locking wire from element

41.

2. Using spanner s=8 mm, loosen nut (1) so that screw (2) will

be turned in both directions. When loosening nut (1), hold

screw (2) using spanner 3 No. 146-PM 160 in its initial

position.

3. Using spanner 3 No. 146-PM 160, turn screw (2) in the

required direction until obtaining the desired starting

characteristics. Turning screw (2) clockwise results into faster

starting, turning it counterclockwise results into slower

starting. Turning screw (2) through ± 1 turn results into fuel

supply change app. ∆Gp ± 8 litres per hour.

4. With respect to the initial setting by the FCU manufacturer, it

is permitted to turn screw (2) maximum by 2 turns

clockwise/counterclockwise.

5. Having completed the adjustment, tighten nut (1) using

spanner s=8 mm. When tightening nut (1), screw (2) should

be held in adjusted position by means of spanner 3 No.

146-PM 160. Having tightened nut (1), secure element 41 by

wire dia 0.63 mm and seal.

6. Enter the adjustment performed, its magnitude and date into

the log of the device concerned. The entry is to be confirmed

by the signature of the person in charge.



73.21.00 Page 504 Jul 1, 2003


On pages

502 to 505

Name of work



0.50


Control element 41 for adjustment of engine starting

Control element 50 for adjustment the initial phase of engine starting

Fig. 501



73.21.00 Page 505

Jul 1, 2003


On pages

502 to 505

Name of work



0.50


Change in starting characteristics as adjusted by means of element 41

Fig. 502

Change in starting characteristics as adjusted by element 50

Fig. 503

Turning element 50 counterclockwise

Turning element 50 clockwise Initial setting

p*2 - pH

GP

−∆GP GP

+∆GP



p*2 - pH

GP

−∆GP GP

+∆GP



73.21.00 Page 506 Jul 1, 2003


On pages

506 to 507

Name of work

Adjustment initial phase of engine starting


0.50


If the required change concerns only the initial phase of the

starting characteristics, adjustment is carried out by the control

element (in subsequent text - element) 50, see Fig. 501.

Turning the adjusting screw (in the subsequent text - screw) (4)

clockwise results into increased initial quantity of fuel for starting.

Initial inter-turbine temperature growth becomes steeper.

Turning screw (4) counterclockwise results into decreased initial

quantity of fuel for starting. Initial growth of inter-turbine

temperature becomes slower.

See Fig. 503 for the change in the characteristics of initial

quantity of fuel for starting as adjusted by means of element 50.

Procedure:

1. Using pliers, remove the seal and locking wire of element 50.

2. Using spanner s=12 mm, loosen and then fully unscrew cap

nut (5).

See

Page 101

Flat pliers


Spanners s=8 mm; s=12 mm

Pincers


Wire dia 0.63 mm


length 200 mm




73.21.00 Page 507

Jul 1, 2003


On pages

506 to 507

Name of work

Adjustment initial phase of engine starting


0.50


3. Using spanner s=8 mm, loosen nut (3) so that screw (4) will be turned in both directions. When loosening nut (3), screw (4) should be held in initial position by means of spanner 4 No. 146-PM 161.

4. Using spanner 4 No. 146-PM 161, turn screw (4) in the required direction until the process of starting is optimum.

Turning screw (4) clockwise, the supplied fuel quantity is increased while by turning it counterclockwise, it is decreased.

Turning screw (4) through approximately 0.5 turn represents a change in initial quantity Gp approximately by ± ∆Gp = 3 litres per hour.

5. With respect to initial setting by the FCU manufacturer, screw (4) is allowed to be turned through 1 turn clockwise/counterclockwise.

6. Having completed the adjustment, tighten nut (3) using spanner s=8 mm. When tightening nut (3), screw (4) should be held in the adjusted position by means of spanner 4 No. 146-PM 161.

7. Screw cap nut (5) on screw (4) and tighten it using spanner s=12 mm. After tightening, secure element 50 by wire dia 0.63 mm and seal.

8. Enter the adjustment performed, its magnitude and date into the log of the device concerned.

Confirm the entry by the signature of the person in charge.



73.21.00 Page 508 Jul 1, 2003


On pages

508 to 510

Name of work

Adjustment of the ground idling speed


0.50


Adjustment of the ground idling speed by means of control

element (in subsequent text - element) 19, see Fig. 504, is

performed when the ground idling speed of the engine is low or

high provided the angle α1 of main FCU lever is set in position

α1 = ±3°.

See Fig. 505 for the change in the ground idling speed resulting

from adjustment by element 19.

Procedure:


2. Using spanner s=8 mm, loosen the nut (1) so that adjusting

screw (in subsequent text - screw) (2) will be turned in both

directions.

When loosening nut (1), hold screw (2) in its initial position by

spanner 3 No. 146-PM 160.

See

Page 101

Flat pliers


Spanner s=8 mm

Pincers


Wire dia 0.63 mm


length 150 mm




73.21.00 Page 509

Jul 1, 2003


On pages

508 to 510

Name of work



0.50


3. Using spanner 3 No. 146-PM 160, turn screw (2) in the

required direction until the prescribed magnitude of the

ground idling speed is reached.

If speed should be increased, turn screw (2) clockwise, if it

should be decreased, turn screw (2) counterclockwise.

Turning screw (2) through 1 turn results in a change in the

generator speed by some 2.5 %.

4. With respect to initial setting by the FCU manufacturer, screw

(2) may be turned through 1.5 turn

clockwise/counterclockwise.

5. Having finished the adjustment, tighten the nut (1) using

spanner s=8 mm. When tightening nut (1), screw (2) should

be held in the adjusted position by means of spanner 3

No. 146-PM 160.

6. Having tightened nut (1), secure element 19 by wire

dia 0.63 mm and seal.

7. The adjustment performed, its magnitude and date should be

entered in the log of the device concerned.

The entry should be confirmed by the signature of the person

in charge.



73.21.00 Page 510 Jul 1, 2003


On pages

508 to 510

Name of work



0.50


Control element 19 for adjustment of the ground idling speed

Fig. 504

Change in characteristics of the ground idling speed resulting from adjustment by the element 19

Fig. 505



α1

nG

−∆nGvoln.

+∆nGvoln.

~5°



73.21.00 Page 511

Jul 1, 2003


On pages

511 to 513

Name of work

Adjustment of the speed controlled by speed governor Manpower required (Manhours)

0.50


Adjustment of the speed controlled by the speed governor is

performed by control element (in subsequent text - element) 27,

see Fig. 506.

A change in its position results in a change in the governor

intervention characteristics that turns either to decreased or

increased speed with respect to initial setting, depending on the

sense of element 27 turning.

This adjustment is used in case of the required additional

adjustment of maximum generator speed.

See Fig. 507 for changing characteristics of the speed controlled

by speed governor when performing adjustment by element 27.

CAUTION: AFTER FCU REPLACEMENT THE SPEED

CONTROLLED BY SPEED GOVERNOR MUST BE

PREADJUSTED BY MEANS OF TECHNOLOGICAL

STOP (REF. 73.21.00, PAGES 566 TO 568).

See

Page 101

Flat pliers

Pincers

Spanner s=17 mm



Wire dia 0.63 mm


length 200 mm




73.21.00 Page 512 Jul 1, 2003


On pages

511 to 513

Name of work


0.50


Procedure:


2. Using spanner s=17 mm, loosen the cover nut (in subsequent text - nut) (1) so that screw (2) will be turned in both directions. When loosening nut (1), screw (2) should be held in its initial position by means of spanner 5 No. 146-PM 162.

3. Using spanner 5 No. 146-PM 162, turn screw (2) in required direction until prescribed magnitude of maximum speed limited by the governor is reached.

By turning screw (2) clockwise, maximum speed increases.

By turning screw (2) counterclockwise, maximum speed decreases.

Turning screw (2) through 1 turn results in a change in maximum speed by some 3.5 %.

4. With respect to the initial setting performed by the FCU manufacturer, screw (2) is permitted to be turned through 1 turn clockwise/counterclockwise.

5. Having completed the adjustment, tighten nut (1) by means of spanner s=17 mm. When tightening nut (1), screw (2) should be held in adjusted position by means of spanner 5 No. 146-PM 162.

6. After having tightened nut (1), secure element 27 by wire dia 0.63 mm and seal.

7. Enter the adjustment performed, its magnitude and date in the log of the instrument concerned.




73.21.00 Page 513

Jul 1, 2003


On pages

511 to 513

Name of work


0.50


Control element 27 for the adjustment of the speed controlled by the speed governor

Fig. 506

Change in characteristics of the speed controlled by the speed governor when adjusted by the element 27.

Fig. 507



α1

nG −∆nGmax.

+∆nGmax.



73.21.00 Page 514 Jul 1, 2003

PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE THAT CAN BE PERFORMED BY PERSONNEL OF ORGANIZATION APPOINTED TO FCU SERVICES

- Adjustment of engine starting - control elements 41, 50 (ref. 73.21.00, Pages 502 to 507)

- Adjustment of the ground idling speed - control element 19 (ref. 73.21.00, Pages 508 to 510)

- Adjustment of the speed controlled by the speed governor

- control element 27 (ref. 73.21.00, Pages 511 to 513)

- Check and adjustment of maximum generator speed by means of the technological stop


- Check and adjustment of the max. reverse thrust power


- Check on operation of the elastic stop - control element 47 (ref. 73.21.00, Pages 528 to 533)

- Acceleration characteristics - control elements 7, 17 (ref. 73.21.00, Pages 515 to 523)

- Adjustment of the generator altitude idling speed - control element 40 (ref. 73.21.00, Pages 524 to 527)

- Adjustment of the emergency circuit - control element 32 (ref. 73.21.00, Pages 534 to 536)

- Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit


- Adjustment of the ground idling speed when the permitted adjustment by elements 40 and 39 has been exhausted


- Adjustment of the fuel flow rate increase at the start of acceleration


- Adjustment of the acceleration time - control element 20 (ref. 73.21.00, Pages 548 to 550)

- Adjustment of the generator acceleration - control element 16 (ref. 73.21.00, Pages 551 to 553)

- Adjustment of maximum fuel flow - control element 5 (ref. 73.21.00, Pages 554 to 556)



73.21.00 Page 515

Jul 1, 2003


On pages

515 to 517

Name of work

Adjustment in case of slow acceleration up to approximately nG = 90 %


1.00


CAUTION: The following procedure must be carried out by

qualified personnel with the organization appointed

to FCU technical services.

In case of a low increase of speed up to the change in the rate of

growth (approximately up to nG = 90 % ) at H = 0 km to H = 3 km,

adjustment is effected by means of control element (in

subsequent text - element) 7, see Fig. 508.

Turning the element 7 clockwise results in steeper acceleration

while turning it counterclockwise leads to slower acceleration.

See Fig. 509 for changes resulting from adjustment by means of

the element 7.

See

Page 101

Flat pliers


Spanner s=17 mm

Pincers


Wire dia 0.63 mm


length 150 mm




73.21.00 Page 516 Jul 1, 2003


On pages

515 to 517

Name of work



1.00


Procedure:

1. Using pliers, remove the seal and locking wire from the element 7.

2. Using spanner s=17 mm, loosen the cover nut (in subsequent text - nut) (2) so that control screw (in subsequent text - screw) (1) will be turned in both directions. When loosening nut (2), hold screw (1) in its initial position using spanner 4 No. 146-PM 161.

3. Using spanner 4 No. 146-PM 161, turn screw (1) clockwise until reaching the prescribed acceleration time.

Turning screw (1) through ± 1/2 turn results in the following changes: acceleration time by ∆τ = ±0.75 sec (for H = 0 km) and ±0.4 sec (for H = 3 km); fuel flow rate by ∆Gp approximately ±10 litres per hour at H = 0 km.

In case of too steep nG growth, turn screw (1) counterclockwise.

4. With respect to initial adjustment performed by the FCU manufacturer, max. 1/2 turn clockwise/counterclockwise is allowed. This concerns screw (1).

5. Having completed the adjustment, tighten nut (2) using spanner s=17 mm. When tightening nut (2), hold screw (1) in the adjusted position by means of spanner 4 No. 146-PM 161.

6. Secure the element 7 by means of wire dia 0.63 mm and seal.

7. Enter the adjustment performed, its scope and date in the log of the adjusted device.




73.21.00 Page 517

Jul 1, 2003


On pages

515 to 517

Name of work



1.00


Control element 7 for acceleration adjustment

Fig. 508

Change in the acceleration characteristics resulting from adjusting the element 7

Fig. 509

Turning element 7 clockwise

Turning element 7 counterclockwise Initial setting

τ

GP

−∆GP

+∆GP

−∆τ +∆τ τ



73.21.00 Page 518 Jul 1, 2003


On pages

518 to 521

Name of work

Adjustment of acceleration in case of in-flight surging in the range of nG = 80 to 100 %


1.00


CAUTION: THE FOLLOWING PROCEDURE MUST BE

CARRIED OUT BY QUALIFIED PERSONNEL WITH

THE ORGANIZATION APPOINTED TO FCU

TECHNICAL SERVICES.

When in-flight surging occurs in the range of nG = 80 to 100%,

acceleration adjustment is performed by means of control

element (in subsequent text - element) 17, see Fig. 510.

Turning the element 17 clockwise results into longer acceleration

time while turning it counterclockwise leads to steeper

acceleration.

See Fig. 511 for changes in the acceleration characteristics

resulting from adjusting the element 17.

See

Page 101

Flat pliers


Spanner s=10 mm

Pincers

Seal No. 9910 (or appointed

organization seal)

Wire dia 0.63 mm


length 250 mm




73.21.00 Page 519

Jul 1, 2003


On pages

518 to 521

Name of work



1.00


Procedure:

1. Using pliers, remove the seal and locking wire from element 17.

2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).

3. Using spanner s=10 mm, loosen the nut (2) to enable turning the adjusting screw (3) in both directions. When loosing the nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161 in its initial position.

4. Turn the screw (3) by the spanner 4 No. 146-PM 161 in the direction corresponding to the demanded change in acceleration as follows:

a) Acceleration is short in time, but there is still a time reserve.

In this case, turn the screw (3) clockwise (acceleration time is increased) until satisfactory acceleration is achieved.

b) There is no reserve in time:

In this case, turn screw (3) clockwise and check the acceleration time.

If it is longer than prescribed by technical specifications perform final adjustment by means of the element 7 in accordance with the technological instruction 73.21.00, pages 515 to 517.

Turning screw (3) by ±1 turn results in a change in acceleration time by ∆τ = ±0.2 sec at H = 0 to 3 km.



73.21.00 Page 520 Jul 1, 2003


On pages

518 to 521

Name of work



1.00


5. With respect to the initial adjustment performed by the fuel

control unit manufacturer, it is allowed to turn screw (3) max.

2 turns clockwise or counterclockwise.

6. After having completed adjustment using spanner s=10 mm

tighten the nut (2). When tighten the nut (2) hold the screw (3)

in adjusted position by the spanner 4 No. 146-PM 161.

7. Screw the cap nut (1) on and tighten it using spanner

s=10 mm.

8. Secure the element 17 by means of wire dia 0.63 mm and

seal.

9. Enter the adjustment performed, its scope and date into the

log of the adjusted device.




73.21.00 Page 521

Jul 1, 2003


On pages

518 to 521

Name of work



1.00


Control element 17 for acceleration adjustment

Fig. 510

Change in the acceleration characteristics resulting from adjusting the element 17

Fig. 511



τ

GP

−∆τ +∆τ τ



73.21.00 Page 522 Jul 1, 2003


On pages

522 to 523

Name of work

Adjustment in case of slow acceleration above nG = 88 %


1.00





TECHNICAL SERVICES.

In case of slow generator speed growth above the breaking point

of nG growth rate (above nG = 88 %) at H = 0 to 3 km, adjustment

is performed by means of control element 17, see Fig. 510.

When turning the element 17 clockwise, acceleration is slower

while counterclockwise turning results in steeper acceleration.

See Fig. 511 for changes in the acceleration characteristics

resulting from adjustment by means of the element 17.

See

Page 101

Flat pliers


Spanner s=10 mm

Pincers

Seal N 9910 (or appointed

organization seal)

Wire dia 0.63 mm


length 250 mm




73.21.00 Page 523

Jul 1, 2003


On pages

522 to 523

Name of work

Adjustment in case of slow acceleration above nG = 88 %


1.00


Procedure:

1. Using the pliers, remove the seal and locking wire from the element 17.

2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).

3. Using spanner s=10 mm, loosen the nut (2) to enable turning the adjusting screw (3) in both directions. When loosing the nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161 in its initial position.

4. Using spanner 4 No. 146-PM 161 turn the screw (3) CCW at slow nG growth until the required nG growth will be achieved.

In case of too fast nG growth, turn the screw (3) clockwise.

Turning screw (3) by ±1 turn results in a change in acceleration time by ∆τ = ±0.2 sec (for H = 0 to 3 km).

5. With respect to the initial adjustment performed by the FCU manufacturer, the screw (3) is allowed to be turned by max. 2 turns clockwise/counterclockwise.

6. After having completed the adjustment, using spanner s=10 mm tighten the nut (2). When tighten the nut (2), hold the screw (3) in adjusted position by the spanner 4 No. 146-PM 161.

7. Screw the cap nut (1) on and tighten it using spanner s=10 mm.


9. Enter the adjustment performed, its scope and date into the log of the adjusted device.




73.21.00 Page 524 Jul 1, 2003


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524 to 527

Name of work

Adjustment of the generator altitude idling speed


1.00





TECHNICAL SERVICES.

Adjustment of the generator altitude idling speed is performed by

means of control element (in subsequent text - element) 40, see

Fig. 512.

Turning the element 40 clockwise results in increased fuel flow

rate (altitude idling speed is increased) while turning it

counterclockwise leads to decreased fuel supply (altitude idling

speed is decreased).

See Fig. 513 for changes in the characteristics of the generator

altitude idling speed resulting from adjustment by means of

element 40.

See

Page 101

Flat pliers

Pincers

Spanners s=8; 12 mm



organization seal)

Wire dia 0.63 mm


length 200 mm




73.21.00 Page 525

Jul 1, 2003


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524 to 527

Name of work



1.00


Procedure:

1. Using the pliers, remove the seal and locking wire from the elements 40 and 50.

2. Using spanner s=12 mm, loosen and then unscrew the cap nut (3).

3. Using spanner s=12 mm, loosen nut (1) so that stop (2) will be turned in both directions.

When loosening the nut (1), hold the stop (2) in its initial position using spanner s=8 mm.

4. Using spanner s=8 mm, turn the stop (2) in the required direction to achieve the prescribed generator altitude idling speed.

When turning stop (2) clockwise, fuel flow rate is increased and so does the altitude idling speed while when turning stop (2) counterclockwise fuel flow rate is decreased and so does the generator altitude idling speed.

Turning the stop (2) by 1/2 turn results in a change in fuel flow rate by approximately 12 litres per hour.

5. With respect to the initial adjustment performed by the FCU manufacturer, it is allowed to turn stop (2) by max. 1/2 turn clockwise and counterclockwise.

6. After having completed the adjustment, tighten the nut (1) using spanner s=12 mm. When tightening the nut (1), hold the stop (2) in the adjusted position by means of spanner s=8 mm.

7. After having completed adjustment according to item 4, it is necessary to carry out correction by means of the element 50. Correction is carried out in accordance with items 8 to 10.



73.21.00 Page 526 Jul 1, 2003


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1.00


8. Using spanner s=8 mm, loosen the nut (4) so that screw (5) may be turned in both directions. When loosening the nut (4), hold the screw (5) in the adjusted position by means of spanner 4 No. 146-PM 161.

9. Using spanner 4 No. 146-PM 161, turn the screw (5) through the same angle but in the opposite direction as was applied to the stop (2) according to item 4.

10. After having completed the correction, tighten the nut (4) using the spanner s=8 mm while holding the screw (5) in the adjusted position by means of the spanner 4 No. 146-PM 161.

11. Screw the cap nut (3) on the screw (5) and tighten it using the spanner s=12 mm.

12. Secure the elements 40 and 50 by means of wire dia 0.63 mm and seal.

13. Enter the adjustment performed, its magnitude and date into the log of the adjusted device.


CAUTION: AFTER HAVING ADJUSTED THE FUEL FLOW RATE SUPPLY BY MEANS OF THE ELEMENT 40, ACCELERATION CHARACTERISTICS SHOULD BE CHECKED ON THE GROUND (H = 0 KM).

FINAL TRIMMING OF ACCELERATION, IF REQUIRED, TO BE CORRESPONDING IN TIME TO THE CHARACTERISTICS PRIOR TO THE ADJUSTMENT, SHOULD BE PERFORMED IN ACCORDANCE WITH THE TECHNOLOGICAL INSTRUCTION.



73.21.00 Page 527

Jul 1, 2003


On pages

524 to 527

Name of work



1.00


Control element 40 for altitude idling speed adjustment

Fig. 512

Changes in the characteristics of the altitude idling speed resulting from adjusting by means of the element 40

Fig. 513



H

nG

α1 = 0° = const



73.21.00 Page 528 Jul 1, 2003


On pages

528 to 533

Name of work

Check on operation of the elastic stop - control element 47


0.70


Elastic stop designated as control element (in subsequent text -

element) 47, see Fig. 514, is used if the maximum contingency

power rating is necessary.

The conditions for its application are described in the aircraft

flight manual.

If required, check on operation of the elastic stop (in subsequent

test - stop) and its adjustment at the manufacturer’s or in

operation is allowed.

Check on operation of the stop and its adjustment is performed

with the engine at rest.

See

Page 101

Aid No. 146-PM 2002

Screwdriver

Pincers

Flat pliers

Seal of the personnel of

approved organization

Wire dia 0.63 mm


length 150 mm




73.21.00 Page 529

Jul 1, 2003


On pages

528 to 533

Name of work



0.70


Procedure:

1. Check whether the nut (4) that serves as a transportation lock

is screwed on the adjustable stop of the max. reverse thrust

rating (8) under the technological stop (7).

If the nut (4) is screwed on the stop (5) (as it is shown in

Fig. 514), it should be screwed off that stop.

NOTE: Nut (4) is set aside or else it may be screwed on the

adjusting screw (8) under the technological stop (7).

2. Using the pliers, remove the seal and locking wire from the

element 47. Using a screwdriver, screw off the seal support

(9) from the stop body (14) and remove the seal (12) and the

washer (13).

3. Force on the control lever in the cockpit as corresponds to

torque Mk = 280 ±35 Ncm (28 ±3.5 kpcm) on the lever (10).

By this torque the sleeve (2) will be shifted over the green

mark on the stop body (14) to bear on the nut (3).

With the element 47 in this position, the main actuating lever

of the FCU may be shifted up to angle α1 = 63° as maximum.

Owing to this intervention, maximum gas generator speed

can be increased by 2.7 to 3.2 %.

Sector 55° to 63° is marked red on the scale (11).



73.21.00 Page 530 Jul 1, 2003


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0.70


4. Torque Mk required in order to overcome resistance of the stop as well as for adaptation of torque Mk to the engine control system can be adjusted by the adjusting nut (6).

Turning the adjusting nut (6) clockwise or counterclockwise by 1/4 of a turn results in an increase or decrease in Mk by approximately 30 Ncm (3 kpcm).

5. With respect to the initial adjustment performed by the manufacturer, adjusting nut (6) is permitted to be turned by max. 1/2 turn clockwise/counterclockwise.

6. After having completed the adjustment, the element 47 should be made ready by means of the aid No. 146-PM 2002 as follows:

6.1 Unscrew the screw of the aid No. 146-PM 2002 so that its face will be approximately in the same plane with the face of the recess in the yoke of the aid.

6.2 Pull out manually the spring loaded central pin until the claws of the yoke of the aid can be slipped behind the recess „0“ of the sleeve (2).

6.3 Push the central pin into the hole in the stop body (14) as far as it bears on the stop (5). Screw manually the screw on the aid so that the stop (5) will snap into its initial (ready) position (corresponding to the take-off rating).

6.4 Remove aid No. 146-PM 2002 as follows: Unscrew the screw on the aid as far as to be able, when pulling out (manually) the pin, to remove the aid from the stop.



73.21.00 Page 531

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528 to 533

Name of work



0.70


6.5 Insert the washer (13) and the seal (12) into the stop body (14) and using a screwdriver, screw and tighten the seal support (9).

NOTE: The washer (13) and the seal (12) can be coated with approved grease before insertion into the stop body (14) to facilitate the assembly.

7. After having brought the stop to a ready position, secure adjusting nut of the elastic stop (6) by means of wire dia 0.63 mm and seal it using a seal of the approved organization.

8. Enter (in corresponding sheets) the following into the log of the device:

- how many times the stop has been applied;

- number of turns and sense of turning of the adjusting nut (6)


CAUTION:

PRIOR THE ENGINE IS RELEASED FOR FLIGHT OPERATION, CHECK WHETHER THE NUT (4) (TRANSPORT LOCK) IS SCREWED ON THE ADJUSTABLE STOP OF MAX. REVERSE THRUST RATING (8) UNDER THE TECHNOLOGICAL STOP.

IF THE NUT (4) IS SCREWED ON THE STOP (5), IT IS NECESSARY TO REMOVE IT AND TO SCREW IT ON THE ADJUSTABLE STOP (8) UNDER THE TECHNOLOGICAL STOP (7) IS TO BE SCREWED.

WHEN REMOVING THE FCU FROM THE ENGINE (PRIOR TO ITS SHIPMENT FOR CHECKING, ETC. TO THE MANUFACTURER), THE NUT (4) MUST BE SCREWED ON THE STOP (5) AS A TRANSPORTATION LOCK, SEE FIG. 514.



73.21.00 Page 532 Jul 1, 2003


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Name of work



0.70


TECHNOLOGICAL AND ELASTIC STOPS

Fig. 514

Distance adjusted by FCU manufacturer



73.21.00 Page 533

Jul 1, 2003


On pages

528 to 533

Name of work



0.70


Legend to Fig. 514

(TECHNOLOGICAL AND ELASTIC STOPS):

1 - seal

2 - sleeve

3 - jam nut

4 - jam nut

5 - stop of the take-off rating

6 - adjusting nut of the elastic stop

7 - technological stop

8 - adjustable stop of the max. reverse rating

9 - seal support

10 - engine control lever

11 - scale

12 - seal

13 - washer

14 - stop housing

The jam nut (4) is introduced in FCU transport position.



73.21.00 Page 534 Jul 1, 2003


On pages

534 to 536

Name of work

Adjustment of the emergency circuit Manpower required (Manhours)

0.70





TECHNICAL SERVICES.

Adjustment of the emergency circuit is performed by means of

control element (in subsequent text - element) 32, see Fig. 515.

By means of this element, fuel supply to the engine controlled by

the emergency circuit can be increased or decreased.

During the adjustment it should be kept in mind that at idling

(α2 = 40°) the effect of adjustment by means of the element 32 is

four times less intensive than at the take-off rating.

See Fig. 516 for the change in the fuel supply characteristics

when the engine is controlled by the emergency circuit as

adjusted by the element 32.

NOTE: The emergency circuit is adjusted at FCU manufacturer

so that it is satisfactory for all engines. This adjustment is

not practised in flight operation.

See

Page 101

Spanner s=8 mm


Flat pliers

Pincers


organization seal)

Wire dia 0.63 mm


length 150 mm




73.21.00 Page 535

Jul 1, 2003


On pages

534 to 536

Name of work


0.70


Procedure:

1. Using pliers, remove the seal and locking wire of the element 32.

2. Using spanner s=8 mm, loosen the cap nut (1) and then unscrew it from adjusting screw (in subsequent text - screw) (3).

3. Using spanner 3 No. 146-PM 160, hold screw (3) in the adjusted position and, using spanner s=8 mm, loosen nut (2) so that screw (3) will be turned in both directions.

4. Using spanner 3 No. 146-PM 160, turn screw (3) in that direction, that results into the prescribed engine rating.

Fuel supply is increased when turning screw (3) clockwise and decreased when turning it counterclockwise.

Each turn of screw (3) changes maximum fuel supply by some 2.5 litres per hour provided the lever is in position α2 = 40° and, by some 10 litres per hour if the lever is in position α2 = 85°.

5. With respect to initial setting performed by the FCU manufacturer, it is permitted to turn screw (3) through 1 turn clockwise or counterclockwise.

6. Having completed the adjustment, tighten nut (2) using spanner s=8 mm. When tightening nut (2), screw (3) should be held in the adjusted position by means of spanner 3 No. 146-PM 160.

7. Screw the cap nut (1) on screw (3) and tighten it using spanner s=8 mm.

8. Having tightened cap nut (1), secure the element 32 by means of wire dia 0.63 mm and seal.

9. Enter the performed adjustment, its magnitude and date into the log of the device concerned.

Confirm the entry by the signature of the personnel of appointed organization.



73.21.00 Page 536 Jul 1, 2003


On pages

534 to 536

Name of work


0.70


Control element 32 for adjustment of the emergency circuit

Fig. 515

Change in the characteristics of the emergency circuit resulting from adjustment by means of the element 32

Fig. 516



α2

GP

40° 85°



73.21.00 Page 537

Jul 1, 2003


On pages

537 to 541

Name of work

Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit


1.00


CAUTION: THE FOLLOWING PROCEDURE MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO FCU TECHNICAL SERVICES.

Adjustment of the pressure difference valve on the automatic starting unit is performed by means of the control element (in subsequent text - element) 39, see Fig. 517.

Turning the adjusting screw (in subsequent text - screw) (2) of element 39 clockwise results in increased pressure difference (starting is faster), turning it counterclockwise results in decreased pressure difference (starting slows down).

See Fig. 518 for changes in the starting characteristics resulting from adjustment by means of the element 39.

CAUTION: ADJUSTMENT BY MEANS OF ELEMENT 39 MAY BE APPLIED ONLY AFTER HAVING EXHAUSTED THE POSSIBILITIES OF PERMISSIBLE ADJUSTMENT BY THE ELEMENT 41.

AFTER HAVING COMPLETED ADJUSTMENT BY MEANS OF ELEMENT 39, THE INFLUENCE ON ALTITUDE IDLING SPEED MUST BE COMPENSATED BY MEANS OF ELEMENT 40 ACCORDING TO PARA 2 OF THIS TECHNOLOGICAL INSTRUCTION.

See Page 101



Pincers

Flat pliers

Spanners s=8; 12; 17 mm

Seal N 9910 (or appointed organization seal)

Wire dia 0.63 mm of stainless steel 17 246.4 length 200 mm




73.21.00 Page 538 Jul 1, 2003


On pages

537 to 541

Name of work



1.00


Adjustment by means of element 39 is performed as follows:

a) If the starting cycle is too fast, maximum permissible inter-turbine temperature is exceeded or such temperatures are reached that indicate that permissible temperature might be exceeded; turn screw (2) counterclockwise.

b) If the starting cycle is slow and there is a danger of generator speed sticking at speed lower than is the ground idling speed, or if speed sticking already occurred, turn screw (2) clockwise.

Procedure:

1. Using pliers, remove the seal and locking wire from the element 39.

2. Using spanner s=17 mm, loosen the cover nut (in subsequent text - nut) (1) so that screw (2) may be turned clockwise as well as counterclockwise. When loosing the nut (1) hold screw (2) in adjusted position using spanner 5 No. 146-PM 162.

3. Using spanner 5 No. 146-PM 162, turn screw (2) in the required direction to attain prescribed starting values.

Turning the screw (2) clockwise by 1 turn results in an increase in Gp approximately by 6 litres per hour while turning it counterclockwise by 1 turn results in a decrease in Gp by approximately 6 litres per hour.

4. With respect to the initial adjustment performed by the FCU manufacturer, screw (2) is permitted to be turned max. by 1 turn clockwise and counterclockwise.

5. Having completed the adjustment, tighten the nut (1) using spanner s=17 mm. When tightening the nut (1), hold screw (2) in the adjusted position by means of spanner 5 No. 146-PM 162.

6. Having tightened the nut (1), secure the element 39 by means of wire dia 0.63 mm and seal.



73.21.00 Page 539

Jul 1, 2003


On pages

537 to 541

Name of work



1.00


Paragraph 2.

Compensation of the generator altitude idling speed when adjusting by the element 39 is performed by means of adjusting element (in subsequent text - element) 40, see Fig. 512.

Procedure:

2.1 Using pliers, remove the seal and locking wire from elements 40 and 50.

2.2 Using spanner s=12 mm, loosen and unscrew the cap nut (3).

2.3 Using spanner s=12 mm, loosen the nut (1) so that stop (2) may be turned in both directions.

When loosening the nut (1), hold the stop (2) in its initial position, using spanner s=8 mm.

2.4 Using spanner s=8 mm, turn the stop (2) in the opposite direction and by one half of angle that was before adjusted on the element 39.

2.5 After having completed the compensation, tighten the nut (1) using spanner s=12 mm. When tightening the nut (1), hold the stop (2) in the adjusted position by means of spanner s=8 mm.

2.6 After completing adjustment according to item 2.4, it is necessary to perform correction by means of element 50.

Correction is performed in accordance with items 2.7 through 2.9.

2.7 Using spanner s=8 mm, loosen the nut (4) so that the screw (5) may be turned in both directions.

When loosening the nut (4), hold the screw (5) in the adjusted position by means of spanner 4 No. 146-PM 161.



73.21.00 Page 540 Jul 1, 2003


On pages

537 to 541

Name of work



1.00


2.8 Using spanner 4 No. 146-PM 161, turn the screw (5) by the same angle but in the opposite direction as it was done with the stop (2) when performing compensation according to item 2.4.

2.9 After having completed the correction, tighten the nut (4) using spanner s=8 mm and hold simultaneously screw (5) in the adjusted position by means of spanner 4 No. 146-PM 161.

2.10 Screw the cap nut (3) on screw (5) and tighten it using spanner s=12 mm.

2.11 Secure the elements 40 and 50 by means of wire dia 0.63 mm and seal.

CAUTION: AFTER HAVING ADJUSTED THE FUEL FLOW RATE BY MEANS OF THE ELEMENT 40, IT IS NECESSARY TO CHECK THE GROUND ACCELERATION CHARACTERISTICS (H = 0 KM).

FINAL ADJUSTMENT OF TIME FOR ACCELERATION IF REQUIRED IN ORDER TO GET APP. THE SAME TIME AS AT THE INITIAL CHARACTERISTICS - IS TO BE PERFORMED IN ACCORDANCE WITH THE TECHNOLOGICAL INSTRUCTION.


Confirm the entry by the signature of the person of appointed organization.



73.21.00 Page 541

Jul 1, 2003


On pages

537 to 541

Name of work



1.00


Control element 39 for the adjustment of engine starting

Fig. 517

Changes in the engine starting characteristics when performing adjustment by means of the element 39

Fig. 518

Turning element 39 counterclockwise + adequate compensation by elements 40 and 50

Turning element 39 clockwise + adequate compensation by elements 40 and 50

Initial setting

p*2 - pH

GP



73.21.00 Page 542 Jul 1, 2003


On pages

542 to 544

Name of work

Adjustment of the ground idling speed when the possibilities of permissible adjustment by means

of elements 40 and 39 have been exhausted


1.50



Adjustment of the ground idling speed by means of control element (in subsequent text - element) 33, see Fig. 519, is performed only after the possibilities of adjustment by means of elements 40 and 39 have been exhausted.

Adjustment by means of element 33 changes the position of the main metering needle and thus changes the supplied fuel flow rate Gp.

If the ground idling speed is lower due to increased fuel consumption Gp of the engine and fuel flow rate as controlled by means of the main metering needle is not enough to attain idling speed, adjusting screw (in subsequent text - screw) (2) of element 33 is to be turned clockwise.

CAUTION: AFTER HAVING COMPLETED ADJUSTMENT BY MEANS OF ELEMENT 33, IT IS NECESSARY TO CHECK ENGINE STARTING AND, IF REQUIRED, ADJUST THE STARTING CYCLE USING ELEMENTS 50 AND 41 IN ACCORDANCE WITH THE TECHNOLOGICAL INSTRUCTION.

See Fig. 520 for changes in the characteristics of the ground idling speed when performing adjustment by means of element 33.

See Page 101


Spanner s=17 mm

Flat pliers

Pincers






73.21.00 Page 543

Jul 1, 2003


On pages

542 to 544

Name of work




1.50


Procedure:


2. Using spanner s=17 mm, loosen the union nut (in subsequent text - nut) (1) so that screw (2) can be turned clockwise as well as counterclockwise. When loosening nut (1), hold screw (2) in its initial position using spanner 5 No. 146-PM 162.

3. Using spanner 5 No. 146-PM 162, turn screw (2) in the required direction to attain the necessary fuel supply.

Turning screw (2) by 1 turn clockwise results in increased Gp by approximately 12 litres per hour.

4. With respect to the initial adjustment performed by the FCU manufacturer, it is allowed to turn screw (2) by max. 1 turn clockwise.

5. After having completed the adjustment, tighten the nut (1) using spanner s=17 mm.

When tightening nut (1), hold the screw (2) in the adjusted position by means of spanner 5 No. 146-PM 162.

6. After having tightened the nut (1), secure the element 33 by means of wire dia 0.63 mm and seal.





73.21.00 Page 544 Jul 1, 2003


On pages

542 to 544

Name of work




1.50


Control element 33 for adjustment of the fuel supply characteristic

Fig. 519

Changes in the fuel supply when the ECL is in position of the ground idling speed resulting

from adjustment by means of the element 33

Fig. 520


p*2 - pH

GP +∆Gp



73.21.00 Page 545

Jul 1, 2003


On pages

545 to 547

Name of work

Adjustment of the fuel flow rate increase at the start of acceleration


0.50



Adjustment of the fuel flow rate increase at the start of acceleration by means of control element (in subsequent text - element) 29, see Fig. 521, is performed in the following cases:

a) If the fuel flow rate increase at the start of acceleration is excessive and results in excessive interturbine temperature of if compressor surging occurs.

In this case, adjusting screw (in subsequent text - screw) (3) of element 29, is to be turned clockwise.

b) If the fuel flow rate increase at the start of acceleration is small and results in slow nG rise after shifting the engine control lever and acceleration as a whole is slow.

In this case, screw (3) of element 29 is to be turned counterclockwise.

See Fig. 522 for changes in the acceleration characteristics when performing adjustment by means of element 29.

See Page 101


Spanner s=8 mm

Flat pliers

Pincers






73.21.00 Page 546 Jul 1, 2003


On pages

545 to 547

Name of work



0.50


Procedure:


2. Using spanner s=8 mm, loosen the cover nut (in subsequent text - nut) (1) and then unscrew it.

3. Using spanner s=8 mm, loosen the nut (2) so that screw (3) can be turned in both directions. When loosening the nut (2), hold the screw (3) in its initial position by means of spanner 3 No. 146-PM 160.

4. Using spanner 3 No. 146-PM 160, turn the screw (3) in the required direction so as to achieve the prescribed acceleration time.

Turning screw (3) by 1 turn clockwise will delay the start of acceleration ∆τ by approximately 0.2 s; turning screw (3) by 1 turn counterclockwise will shorten the start of acceleration by approximately 0.2 sec.

5. With respect to the initial adjustment performed by the FCU manufacturer, screw (3) is permitted to be turned max. by 1 turn clockwise/counterclockwise.

6. After having completed the adjustment, tighten the nut (2) using spanner s=8 mm.

When tightening the nut (2), hold the screw (3) in the adjusted position by means of spanner 3 No. 146-PM 160.

7. Screw the nut (1) on the screw (3) and tighten it using spanner s=8 mm.

8. After having tightened the nut (1) secure the element 29 by means of wire dia 0.63 mm and seal.





73.21.00 Page 547

Jul 1, 2003


On pages

545 to 547

Name of work



0.50


Control element 29 for adjustment of the fuel flow rate increase at the start of acceleration

Fig. 521

Changes in the characteristics of acceleration resulting from adjustment by means of the element 29

Fig. 522


Turning element 29 counterclockwise Initial adjustment

τ

GP



73.21.00 Page 548 Jul 1, 2003


On pages

548 to 550

Name of work

Adjustment of the acceleration time


0.33



Adjustment of the acceleration time by change in the stabilizer spring load is performed by means of control element (in subsequent text - element) 20, see Fig. 523.

Adjustment by means of the element 20 is performed in the following cases:

a) Acceleration as a whole is fast - the adjusted acceleration characteristics does not suit the engine.

In this case, screw (2) of element 20, is to be turned clockwise.

b) Acceleration as a whole is slow - the adjusted acceleration characteristics does not suit the engine.

In this case, screw (2) of element 20 is to be turned counterclockwise.

NOTE: Adjustment by means of element 20 changes also the transition to the steady rating, what can result in greater gas generator speed overshooting.

See Page 101


Spanner s=17 mm

Flat pliers

Pincers






73.21.00 Page 549

Jul 1, 2003


On pages

548 to 550

Name of work



0.33


c) At the end of acceleration, significant speed overshooting occurs and the number of overshoots exceeds 3.

In this case, screw (2) is to be turned clockwise. This kind of adjustment is performed only when the acceleration at H=3 km takes less than 4 sec.

See Fig. 524 for changes in the acceleration characteristics when performing adjustment by means of element 20.

Procedure:


2. Using spanner s=17 mm, loosen the union nut (in subsequent text - nut) so that screw (2) can be turned clockwise and counterclockwise.

When loosening the nut (1), hold the screw (2) in its initial position using spanner 5 No. 146-PM 162.

3. Using spanner 5 No. 146-PM 162, turn the screw (2) in the required direction to attain the prescribed acceleration time.

Turning the screw (2) by 1/4 turn clockwise results in slower acceleration by approximately 0.75 sec; turning it by 1/4 turn counterclockwise results in shorter acceleration by approximately 0.75 sec.

The above changes in the acceleration time refer to H = 0 km.

4. With respect to the initial adjustment performed by the FCU manufacturer, it is permitted to turn screw (2) by max. 1/4 turn clockwise/counterclockwise.

5. After having completed the adjustment, tighten the nut (1) using spanner s=17 mm. When tightening the nut (1), hold the screw (2) in the adjusted position using spanner 5 No. 146-PM 162.

6. After having tightened the nut (1), secure the element 20 by means of wire dia 0.63 mm and seal.





73.21.00 Page 550 Jul 1, 2003


On pages

548 to 550

Name of work



0.33


Control element 20 for adjustment of the acceleration time

Fig. 523

Changes in the characteristics of the acceleration time resulting from adjustment by means of the element 20

Fig. 524



τ

GP



73.21.00 Page 551

Jul 1, 2003


On pages

551 to 553

Name of work

Adjustment of the generator acceleration


0.70



Adjustment by means of control element (in subsequent text - element) 16, see Fig. 525, is performed in the following cases:

a) Generator acceleration in its initial phase (up to approximately 90 %) is slow - unsuitable adjustment.

In this case, adjusting screw (in subsequent text - screw) (3) of element 16, is to be turned counterclockwise.

b) Generator acceleration in its initial phase (up to approximately 90 %) is fast:

- setting unsuitable for the engine

- danger of compressor surging

- increase in inter - turbine temperature

In this case, screw (3) of element 16 is to be turned clockwise.

See Fig. 526 for changes in the generator acceleration resulting from adjustment by the screw (3) of element 16.

See Page 101


Flat pliers

Spanner s=10 mm

Pincers






73.21.00 Page 552 Jul 1, 2003


On pages

551 to 553

Name of work



0.70


Procedure:


2. Using spanner s=10 mm, loosen the cap nut (in subsequent text - nut) (1) and then unscrew it.

3. Using spanner s=10 mm, loosen the nut (2) so that screw (3) can be turned clockwise as well as counterclockwise. When loosening the nut (2), hold screw (3) in the adjusted position by means of spanner 4 No. 146-PM 161.

4. Using spanner 4 No. 146-PM 161, turn the damper (3) in the required direction so as to attain the prescribed generator acceleration.

Turning the damper (3) by 1 turn clockwise slows off the acceleration of the generator approximately by ∆τ = +0.4 sec while turning it by 1 turn counterclockwise makes the generator acceleration shorter approximately by -0.5 sec.

The above magnitudes of ∆τ are valid for H = 0 km.

5. With respect to the initial setting performed by the FCU manufacturer, it is permitted to turn damper (3) through 1.5 turn clockwise and 1 turn counterclockwise.


7. Screw on the nut (1) and tighten it using spanner s=10 mm.

8. After having tightened the nut (1) secure the element 16 by means of wire dia 0.63 mm and seal.





73.21.00 Page 553

Jul 1, 2003


On pages

551 to 553

Name of work



0.70


Control element 16 for adjustment of initial phase of generator starting at acceleration

Fig. 525

Changes in acceleration characteristics resulting from adjustment by means of the element 16

Fig. 526



τ

GP

-∆τ +∆τ



73.21.00 Page 554 Jul 1, 2003


On pages

554 to 556

Name of work

Adjustment of maximum fuel flow


1.00





TECHNICAL SERVICES.

Adjustment of maximum fuel flow is performed by means of the

control element (in subsequent text - element) 5, see Fig. 527.

Adjustment by means of the element 5 is performed in cases

where maximum generator speed cannot be reached due to

insufficient fuel flow rate (the max. gas generator speed cannot

be adjusted by means of element 27).

Turning element 5 counterclockwise results in increased fuel

supply.

See Fig. 528 for changes in the maximum fuel supply

characteristics due to adjustment by means of element 5.

See Page 101


Spanner s=10 mm

Flat pliers

Pincers


organization seal)

Wire dia 0.63 mm


length 150 mm




73.21.00 Page 555

Jul 1, 2003


On pages

554 to 556

Name of work



1.00


Procedure:


2. Using spanner s=17 mm, loosen the cover nut (in subsequent text - nut) (1) so that screw (2) will be turned in both directions. When loosening nut (1) hold screw (2) in its initial position using spanner 4 No. 146-PM 161.

3. Using spanner 4 No. 146-PM 161, turn the screw (2) counterclockwise until the desired fuel supply has been reached.

Turning screw (2) through 1 turn results in a change in the fuel flow rate by approximately 10 litres per hour provided α1 = 55° (max.).

4. With respect to initial adjustment performed by the FCU manufacturer, max. 1.5 turn counterclockwise is allowed.



7. Enter the adjustment performed, its magnitude and date into the log of the adjusted instrument.




73.21.00 Page 556 Jul 1, 2003


On pages

554 to 556

Name of work



1.00


Control element 5 for adjustment of the maximum fuel flow rate

Fig. 527

Change in the characteristics of maximum fuel flow rate when adjusting the element 5

Fig. 528

Turning element 5 counterclockwise Initial setting

α1

GP

0 5° 55°



73.21.00 Page 557

Jul 1, 2003


On pages

557

Name of work

Procedure in case of acceleration terminated by large overshooting of the generator speed



If acceleration is terminated by nG overshooting above 101.0 % -

and if acceleration at altitude H = 3 km lasts more than 4 sec, or

if engine surging occurs on the ground, no adjustment should be

performed.

Contact the

organization

appointed to

FCU

technical

services.



73.21.00 Page 558 Jul 1, 2003


On pages

558 to 560

Name of work

Check and adjustment of maximum generator speed by means of the technological stop


1.00


Check on the maximum generator speed by means of the

technological stop, see Fig. 514, is performed in the following

cases:

a) Maximum speed can not be achieved due to prior attainment

of permissible maximum torque on the propeller shaft.

b) Permissible maximum interturbine temperature is exceeded

due to atmospheric conditions (tH, pH).

c) After FCU replacement as pre-adjustment.

See

Page 101

Flat pliers

Pincers

Spanners s=5.5; 8 mm


Wire dia 0.63 mm


length 100 mm




73.21.00 Page 559

Jul 1, 2003


On pages

558 to 560

Name of work



1.00


Procedure:

1. Using pliers, remove the seal and locking wire of the technological stop (7).

2. Manually (or - using spanner 5.5 mm) loosen the technological stop (7) and screw it off from adjustable stop of max. reverse thrust rating (in subsequent text - stop) (8).

3. Check whether the nut (4) that serves as a transport lock is screwed on the stop (8).

If the nut (4) is still screwed on the stop of take-off rating (5) it should be removed and screwed on the stop (8) and tightened slightly by hand.

4. Screw the technological stop (7) on the stop of take-off rating (5) and tighten it thoroughly by hand.

Thus, the technological stop limits the travel of the engine control lever and thus decreases the maximum possible generator speed. The technological stop marked by a size number has been selected by the manufacturer to ensure the required speed drop; it can not be replaced by a stop of another size number. The size number of the technological stop is presented in the FCU log in para 14. „Miscellaneous“.

5. Start and warm up the engine.

After the prescribed warming-up, increase the gas generator speed until the travel of the ECL is limited by the technological stop (7).



73.21.00 Page 560 Jul 1, 2003


On pages

558 to 560

Name of work



1.00


6. If the generator can not reach the speed in the range of 94.5

to 95 %, speed is to be adjusted by means of control element

27 according to technological instruction 73.21.00, pages 511

to 513.

7. After having completed the check or adjustment, unscrew the

technological stop (7) off the stop of take-off rating (5) and

screw it manually into its non-operational position on the stop

(8), secure by means of wire dia 0.63 mm and seal.

As far as before the max. generator speed check the jam nut

(4) has been screwed on the stop of the take-off rating (5) (in

given aircraft installation the maximum contingency rating is

not used), the jam nut (4) must be screwed off from the stop

(8) and screwed on the stop of take-off rating (5), tightened

by the spanner s=8 mm, secured by the lockwire and sealed.

8. Enter the check or adjustment performed, its scope and date

into the log of the adjusted device.




73.21.00 Page 801

Jul 1, 2003


On pages

801 to 802

Name of work

Operations that are allowed to be performed on the FCU


2.00


It is allowed to eliminate the following leaks of the FCU:

- of banjo connections

- of pipe unions, sockets and banjo bolts

- of screwed-in blinding plugs

Elimination of leaks in other spots, e.g. contact surfaces, porous

castings, shafts etc. is not allowed.

Exception can be made if leakage can be eliminated by the

tightening of nuts, screws, sockets, etc.

See

Page 101

Depending on the defect Depending on the defect




73.21.00 Page 802 Jul 1, 2003


On pages

801 to 802

Name of work

Operations that are allowed to be performed on the FCU


2.00


Procedure:

1. Using pliers, remove locking wire (as well as the seal if used) from the parts of the leaky joint.

2. Check whether the leaky joint is sufficiently tight. If not, it is allowed to tighten the joint and check it for tightness again.

If the joint is still leaky after tightening, it should be dismantled and the parts that could cause leakage must be carefully checked.

Main attention should be paid to packings, packing rings, contact surfaces of pipe unions, sockets, etc.

3. All packings used in the leaking joint should be replaced by new ones from spare parts. Apply lightly the engine oil to all rubber parts to be used for assembly.

4. Assemble the joint so as to meet the requirement of the FCU proper function, e.g. perfect tightness, setting of the swivelling joints into positions required for installation the FCU in the fuel system and other requirements. During the installation take care not to damage packing rings, e.g. by jamming, tearing the rubber, etc.

5. Check the FCU for tightness. Pay special attention to the joint that initially showed leakage.

6. Secure the joints that meet the requirement of perfect tightness by means of wire dia 0.63 mm and seal them, if these were sealed before.

7. Enter the number of hours in operation after that the leakage occurred, the place where the leakage occurred and the date of the leakage elimination into the log of the repaired FCU.




73.21.00 Page 901

Jul 1, 2003


On pages

901 to 903

Name of work

Preservation and storage of the FCU


1.00


All newly manufactured FCU as well as those that have been repaired are subjected to the following preservation procedure that ensures their protection over a period of one year.

Procedure:

1. Preservation of a FCU must be performed within 24 hours after fuel has been drained from its inner cavities.

If a FCU is filled with fuel, it need not be preserved for 30 days.

After having drained fuel, all joints (sockets) used to supply fuel must be plugged with blinding plugs without delay.

CAUTION: THE ABOVE PROCEDURE MUST BE DONE WITH RESPECT TO FCU TO BE SHIPPED TO CUSTOMERS AS WELL AS TO FCU TO BE SHIPPED BACK TO THE MANUFACTURER FOR ANY REASON, E.G. WARANTY REPAIR, INSPECTION, ETC.

See Page 101

Preservation agent in accordance with Technological Instruction for engine preservation (72.03.00)

Painter’s brush dia some 25 mm

Preservation equipment

Cord dia 2 mm (or self-adhesive tape width some 20 mm) - 2 m

Paraffin or parchment paper - 1 sq.m

Pressure air 0.1 to 0.5 MPa (1 to 5 kp/sq.cm)




73.21.00 Page 902 Jul 1, 2003


On pages

901 to 903

Name of work



1.00


2. FCU that are fitted on the engine are preserved in

accordance with the engine manufacturer’s instructions.

3. Preservation agent must not contain impurities greater than

20 micrometers and their contents must not exceed 0.005 %.

4. Outer surface of the FCU designed for preservation should be

washed with clean petrol and dried with dry clean pressure air

stream of 0.1 to 0.5 MPa (1 to 5 kp/sqcm) pressure or dried in

a clean environment at a temperature up to +80 °C.

5. Remove all blinding plugs from the joints (sockets) with the

exception of air joints marked as „F“ and „G“; pour out fuel

from inner cavities of the FCU.

6. Set the control lever of the shut-off valve at an angle = 85°

and fill inner cavities of the FCU with preservation agent.

Feed agent at 0.1 to 0.3 MPa (1 to 3 kp/sqcm) pressure into

joints „A“ (suction) and „B“ (supply from the fuel pump) until

preservation agent starts to flow out (without bubbles) from

the outlet ports. Pour preservation agent into sockets „C“ and

„D“ (without pressure).

CAUTION: NEVER FEED PRESERVATION AGENT INTO

AIR JOINTS „F“ AND „G“.

7. Disconnect the supply of preservation agent from the

supplying unit and pour out excessive agent from the FCU.

Close all joints through screwing in blinding plugs with sealing

rings.



73.21.00 Page 903

Jul 1, 2003


On pages

901 to 903

Name of work



1.00


8. Wrap the preserved FCU in two layers of paraffin or parchment paper and bind it up with cord or self-adhesive tape.

Store the wrapped FCU in a shipping case No. 146 B1.

9. Enter preservation date and the type of agent used into the FCU log.

Place the log into an envelope, wrap the latter in paraffin or parchment paper (or PVC foil) and put it into a pocket in the shipping case.

10. When the case has been delivered to its place of destination, the FCU should be removed from the case and placed in a rack or cabinet.

To store FCU on the floor is not allowed.

When storing greater number of FCU they should be so placed to allow for easy access to any of them.

During storage, take care not to damage protruding parts of the FCU or its wrapping.

11. The storage room designed for storing FCU must be clean, dry, free from aggressive vapours, well ventilated and with temperature of 20 ± 10 °C.

Relative air humidity must not exceed 70 %.

12. Preservation performed in accordance with the presented technological instruction is effective for 1 year provided that FCU are stored in accordance with para 10 and 11.



73.21.00 Page 904 Jul 1, 2003


On pages

904

Name of work

Measures to be taken during breaks in FCU operation



Permissible break in the operation of the FCU

1. Break in the operation of a FCU, both installed on the engine

and on a test stand, can last maximum 30 days provided that

the FCU is filled with approved fuel in accordance with the

technical specifications.

2. Should the break in the operation of a FCU installed on an

engine last more than 30 days, proceed according to the

instructions of the engine manufacturer.

3. When a FCU has been removed from an engine or a test

stand, both inlet and outlet ports must be immediately

plugged with corresponding blinding plugs.

CAUTION: ALL OUTLETS OF HOSES, PIPES,

CONNECTORS, ETC. THAT CONNECT THE

FCU TO THE FUEL SYSTEM MUST BE

COVERED IMMEDIATELY AS WELL.

4. If fuel is drained from the FCU, this must be preserved within

24 hours in accordance with the technological instruction

(73.21.00, pages 901 to 904).



73.22.00 Page 1

Jul 1, 2003

F U E L P U M P

GENERAL

The LUN 6290.04-8 fuel pump is a part of the fuel control system of the engine.

The fuel pump ensures the fuel supply for operation of all control circuits, one of that forms a

subassembly of the pump itself and the others are integrated in the system of the FCU.

The fuel pump assembly incorporates components that ensure:

– protection of the fuel control system from dangerous rise in fuel pressure,

– sufficient cleanliness of fuel entering the FCU.

DESCRIPTION

The fuel pump consists of two housings.

The master housing includes the pump itself, high-pressure fuel strainer and the valve

limiting maximum pressure at the pump outlet.

The other housing is connected to the master one by a flange. Fuel of required pressure is

supplied through bushings between both two housings to the body of the constant pressure

valve for torch igniters. The valve includes a solenoid.

The flow adapter on the pump serves for supply of fuel from the airframe booster pump, for

connection to the fuel control unit, to the torch igniters and to the fuel drainage system.

The pump flange is of a rectangular shape. Bolts that fasten the pump to the accessory drive

box pass through 4 holes in the flange corners. On the flange is fitted the centering cover of

the sealing. Splined shaft of the pump drive wheel passes through the centre of the seal

cover.



73.22.00 Page 2 Jul 1, 2003

The fuel pump consists of:

1. Gear pump (item 1)

2. High pressure relief valve (item 2)

3. Strainer (item 3)

4. Constant fuel flow rate valve for torch igniters (item 48)

5. By-pass valve (item 51)

6. Damper (item 49)

7. Electromagnet (item 46)

NOTE: Numbers correspond to the Fig. 1. Front view of the LUN 6290.04-8 Fuel Pump is presented in Fig. 2.

FUEL PUMP SCHEMATIC DIAGRAM

Fig. 1



73.22.00 Page 3

Jul 1, 2003

Individual parts of the fuel pump are described in the subsequent text.

ad 1. Gear pump

consists of a pair of gear wheels fitted with floating faces. The driving wheel is fitted

on a splined shaft. Wheels are supported in needle bearings. Fuel of outlet pressure

is delivered to one of the floating faces to provide for optimum thrust. Initial thrust is

ensured by two helical springs acting on the sleeves. The driving shaft is sealed by

two sealing collars that are supported in the seal cover.

ad 2. High pressure relief valve

is installed in a parallel branch of the outlet channel. It is a simple ball valve that

prevents from dangerous increase of fuel pressure in the system that can damage the

pump or the FCU, by means of fuel by-passing to the pump inlet.

ad 3. Fuel strainer

is installed in the outlet branch and all fuel delivered by the pump to the FCU passes

through it. The strainer itself is formed by metal structure in that the filtering cartridge

is inserted and glued to its faces. The inner coarse mesh metal screen serves as a

supporting structure. The outer fine metal gauze serves for filtering.

A safety by-pass valve is installed in the axis of the strainer. The valve is set so that

when the fine filtering metal gauze becomes clogged the by-pass valve opens and the

fuel will pass through the valve.

ad 4. Constant fuel flow rate valve for torch igniters

consists of a jet operated plate valve that provides for constant supply of fuel for torch

igniters when the electromagnetic valve is open. The valve keeps constant pressure

difference between the fuel pressure and the ambient pressure. Fuel pressure is

controlled by a pressure difference sensing diaphragm. Its magnitude can be adjusted

by setting the load of the control spring acting on the opposite side of the diaphragm.



73.22.00 Page 4 Jul 1, 2003

ad 5. By-pass valve

is installed in the assembly of the constant fuel flow rate valve for torch igniters. It

serves for bypassing fuel from the compartment under the diaphragm in case when

undesirable pressure rise occurs under the diaphragm.

It is designed as a simple ball valve that can be adjusted by setting the spring load.

ad 6. Damper

The function of the damper is ensured by a plunger with labyrinth grooves

interconnected by small diameter holes. Fuel passes steadily through these holes to

the fuel pump inlet. This ensures proper function of the constant fuel flow rate valve

for torch igniters.

ad 7. Electromagnet

is of identical design with that one described in subsection 73.21.00, Page 9.



73.22.00 Page 5

Jul 1, 2003

FRONT VIEW OF THE LUN 6290.04-8 FUEL PUMP Fig. 2

PRESSURE pč

OUTLET B

PRESSURE ps

FUEL INTAKE

A

EC

PRESSURE pd DRAINAGE

PRESSURE ps FROM THE FCU

PRESSURE pz

OUTLET D



73.22.00 Page 6 Jul 1, 2003



73.22.00 Page 101

Jul 1, 2003

L U N 6 2 9 0 . 0 4 - 8 F U E L P U M P

TROUBLESHOOTING

On the fuel pump is permitted to eliminate leakages only, as presented in 73.22.00, pages

801 to 803. If some other defect occurs, contact organization appointed to technical services

for the fuel pump.



73.22.00 Page 102 Jul 1, 2003



73.22.00 Page 201

Jul 1, 2003

F U E L P U M P


Procedures Pages

De-preservation of the fuel pump 301 to 302

LUN 6290.04-8 fuel pump - replacement 401 to 403

Fuel pump adjustment - no adjustment is needed in operation -

Washing and check of the main fuel filter after 300 hours of operation 601 to 604

Operations permitted to be performed on the fuel pump 801 to 803

Preservation and storage of the fuel pump 901 to 903

Measures to be taken during breaks in the fuel pump operation 904



73.22.00 Page 202 Jul 1, 2003



73.22.00 Page 301

Jul 1, 2003


On pages

301 to 302

Name of work

De-preservation of the fuel pump


1.00


De-preservation of the fuel pump (in following text - pump) is

performed in accordance with the purpose of its application.

Procedure:

1. Unpack the pump on a clean bench.

2. Place the pump on a tray and de-preserve its surface using a

brush wetted in clean petrol.

After having removed all preservation oil, dry the pump by

clean and dry pressure air stream of 0.1 to 0.5 MPa (1 to

5 kp/sq.cm).

Having completed outer de-preservation, remove all blinding

plugs from inlet and outlet nipples and sockets.

See

Page 101

Brush

Tray 100/500x500 mm

Compressed air

0.1 to 0.5 MPa

(1 to 5 kp/sq.cm)

Petrol - 2 litres




73.22.00 Page 302 Jul 1, 2003


On pages

301 to 302

Name of work

De-preservation of the fuel pump


1.00


3. Inner de-preservation is performed depending on the

intended application of the pump:

3.1 If the pump is to be installed in the engine, inner

de-preservation is performed together with the engine.

3.2 If the pump is intended to be checked for proper function or

for another check-up, it is to be mounted on a test stand on

that it is then flushed for a period of 2 to 5 minutes with one

of the fuel types permitted by technical specifications.

3.3 After having de-preserved the pump interior, all sockets and

nipples both inlet and outlet ones, should be closed by

appropriate blinding plugs or caps with sealing rings.

4. Enter the reason and date of de-preservation into the

certificate of the pump.




73.22.00 Page 401

Jul 1, 2003


On pages

401 to 403

Name of work

LUN 6290.04-8 fuel pump - replacement Manpower required (Manhours)

0.5


1. Removal

1.1 Prior to removal, preserve the fuel pump to be removed.

1.2 Unlock and remove the following pipes:

- M601-823.9 pipe of the fuel inlet by the spanner s=17 mm

for the banjo bolt on the fuel control unit; using spanner

s=19 mm first of all release the union nut on the fuel pump;

then the banjo bolt on fuel control unit.

- M601-854.6 fuel drain pipe from the fuel pump using

spanner s=15 mm,

- M601-822.9 fuel by pass pipe using spanner s=19 mm,

- M601-824.9 pipe for fuel supply to the torch igniters using

spanner s=15 mm.

See

Page 101

Spanner s=15; 17; 19 mm

Socket spanner s=9 mm

(M601-944.4)

Spanner No.145-PM 30

Screwdriver

Flat pliers


Wire dia 0.63 mm


length 1m




73.22.00 Page 402 Jul 1, 2003


On pages

401 to 403

Name of work


0.5


1.3 Unlock and release manually the nut of the plug of the

electromagnetic valve for the fuel supply to the torch

igniters.

1.4 Using M601-944.4 socket spanner s=9 mm, release and

unscrew 4 self-locking nuts and remove the fuel pump.

2. Installation

2.1 Prior to installation, de-preserve outer surface of the new

pump, check the seals, check smooth turning of the drive,

using spanner No.145-PM30, clean the bearing surface of

the flange and remove the blinding plug.

2.2 Coat slightly the drive shaft, centering shoulder and all pipe

unions with oil used in the engine. Check the sealing rubber

ring on the drive centering shoulder. Grease fuel pump

contacting plane with accessory gearbox by Hylomar

SQ32/M sealing paste.

2.3 Slide the pump onto the drive and onto the studs. If

required, adjust the drive position by turning the generator

rotor.

2.4 Fasten the pump by means of 4 self-locking nuts using the

M601-944.4 socket spanner s=9 mm.



73.22.00 Page 403

Jul 1, 2003


On pages

401 to 403

Name of work


0.5


2.5 Fit and secure by binding wire the following pipes:

- M601-823.9 fuel supply pipe to the fuel control unit (tighten

the pipe slightly to both joints, tighten the banjo bolt s=17

mm and, finally, the union nut s=19 mm),

- fuel drain pipe from the fuel pump using spanner

s=15 mm,

- M601-824.9 fuel supply pipe to the torch igniters using

spanner s=17 mm,

- M601-822.9 fuel by-pass pipe using spanner s=19 mm

2.6 Fit and secure the plug of the electromagnetic valve in the

fuel supply manifold to the torch igniters.

2.7 Record the fuel pump replacement into the Engine Log

Book and fill in the corresponding certificates. Blind all holes

of the removed pump.

2.8 De-aerate the fuel system in accordance with the

technological instruction 73.21.00, pages 303 to 305.



73.22.00 Page 404 Jul 1, 2003



73.22.00 Page 601

Jul 1, 2003


On pages

601 to 604

Name of work

Washing and check of the fuel strainer after 300 hours of operation


1.5


Wash and check visually the complete strainer (in subsequent

text - strainer) (6) periodically after 300 hours of operation - See

Fig. 601 - so that only perfectly clean fuel will enter the FCU.

Procedure:

1. Using spanner s=9 mm, loosen the selflocking nuts (2) and

screw them off completely.

2. Screw the puller No. 145-PM 2037 on M8 thread of the valve

(1) and pull the valve carefully out of the pump housing.

The use of puller No. 145-PM 2037 is not obligatory if it is

possible to pull the valve out manually.

See

Page 101

Spanner s=9 mm

Screwdriver

Puller No. 145-PM 22

Puller No. 145-PM 2037

Flat pliers

Pincers

Pressure air 0.1 to 0.3 MPa

(1 to 3 kp/sq.cm)


Wire dia 0.63 mm


length 250 mm




73.22.00 Page 602 Jul 1, 2003


On pages

601 to 604

Name of work



1.5


3. Screw the puller No. 145-PM 22 on M24x1.5 thread of strainer (5) as far as possible and pull the strainer (5) by hand out of the pump housing.

Having pulled out the strainer, leave the puller No. 145-PM 22 screwed on the strainer so as the impurities will be prevented from entering into the inner compartment when washing the strainer.

4. Immerse strainer (5) in a vessel with clean petrol or fuel that beforehand has been filtered through a filter of 15 micrometer filtering ability.

Allow strainer (5) to soak for 5 minutes and then swing it manually in the vessel for 3 to 5 minutes.

5. Take strainer (5) out of the bath and dry its surface with stream of clean and dry pressure air of 0.1 to 0.3 MPa (1 to 3 kp/sq.cm) pressure.

6. Having dried the strainer, check visually the filter metallic gauze for damage.

Check carefully all soldered or glued joints for damage.

Should the metallic gauze be damaged or a joint broken, strainer (5) must be discarded.

7. Check visually surfaces of rubber sealing rings (3) and (4) for damage, e.g. cracks, squeezed rubber, etc.

Damaged rings must be discarded and replaced by new ones from spare parts.



73.22.00 Page 603

Jul 1, 2003


On pages

601 to 604

Name of work



1.5


8. Coat lightly the sealing ring (4) on a washed and checked strainer (5) with the engine oil.

After having coated the ring (4), push the strainer (5) manually into the chamber of the fuel pump housing.

After having inserted the strainer (5), screw the puller No. 145-PM 22 off the strainer.

9. Coat lightly the surface of the sealing ring (3) with the engine oil, then install the valve (1) on the studs of the pump housing and place the valve into the strainer chamber in its initial position. Screw the puller No. 145-PM 2037 off the thread M8.

CAUTION: WHEN MOUNTING COMPONENTS (1) AND (5), TAKE CARE NOT TO DAMAGE SEALING RINGS (3) OR (4).

10. Screw 4 selflocking nuts M6 (2) on studs M6 and tighten the nuts using spanner s=9 mm.

11. Switch on the booster pump and de-aerate all devices of the fuel system (in accordance with the technological instruction 73.21.00, pages 303 to 305). Having run the pump for 3 to 5 minutes, check the joint of the safety valve (1) with the pump housing for tightness. The joint must be perfectly tight.

12. Enter the washing and visual check-up of strainer (5) as well as the time in operation in the log of the fuel pump.




73.22.00 Page 604 Jul 1, 2003


On pages

601 to 604

Name of work



1.5


FUEL STRAINER OF THE FUEL PUMP

Fig. 601

Actual position



73.22.00 Page 801

Jul 1, 2003


On pages

801 to 803

Name of work

Operations permitted to be performed on the fuel pump


2.50


It is permitted to eliminate leakages with respect to the following

parts of the fuel pump:

– banjo connections

– pipe unions, sockets and banjo bolts

– screwed-in blinding plugs

With respect to other parts, e.g. contact surfaces, pressed in

plugs and porous material, driving wheel shaft (journal), it is not

permitted to eliminate leakages.

Exceptions are represented by cases when leakages can be

eliminated through tightening screws, nuts, sockets, etc.

See

Page 101

Depending on the trouble Depending on the trouble




73.22.00 Page 802 Jul 1, 2003


On pages

801 to 803

Name of work



2.50


Procedure:

1. Using pliers, remove locking wire (together with the seal, if

used) from those parts that are leaky.

2. Check whether the leaking joint is sufficiently tightened. If not,

it is permitted to tighten it and check it again for tightness. If

leakage persists, the joint must be removed and those parts

that may cause leakage must be inspected.

Care should be paid to packings, sealing rings, contact

surfaces of pipe unions, sockets, etc.

3. All packings that were used in the leaky joints should be

replaced with new ones from the spare parts kit.

All rubber parts should be lightly smeared with engine oil,

prior to installation.

4. Assemble the joints so that the requirements of proper

function of the fuel pump, e.g. perfect tightness, setting of

banjo connections into positions required for the pump

installation and other conditions will be met.

When assembling the joint, take care not to damage sealing

rings through e.g. squeezing or tearing rubber.

5. Repeat the check of the fuel pump for tightness. Pay special

attention to the joint that showed initially leakage.



73.22.00 Page 803

Jul 1, 2003


On pages

801 to 803

Name of work



2.50


6. Secure the joint that meets the requirement of perfect

tightness with wire dia 0.63 mm and seal it as far as this is

required.

7. Enter the time in operation after that the leakage occurred

and the date of its elimination into the log of the fuel pump.

Confirm the entry by the signature.



73.22.00 Page 804 Jul 1, 2003



73.22.00 Page 901

Jul 1, 2003


On pages

901 to 903

Name of work

Preservation and storage of the fuel pump


0.50


All fuel pumps (in subsequent text - pumps) whether newly manufactured or after repairs are subjected to the following preservation procedure that ensures the protection for the period of 1 year.

Procedure:

1. Preservation of the pump must be performed within 24 hours after fuel has been drained from its inner compartments.

If the pump is filled with fuel, preservation need not be done for the period of 30 days.

After fuel has been drained, all nipples (sockets) for fuel inlet or outlet must be plugged with corresponding plugs immediately.

CAUTION: THE ABOVE MEASURE MUST BE PERFORMED BOTH WITH RESPECT TO PUMPS TO BE SHIPPED TO THE CUSTOMER AND TO PUMPS TO BE SHIPPED BACK TO THE MANUFACTURER FOR WHATEVER REASON, E.G. WARRANTY REPAIRS, INSPECTIONS, ETC.

See Page 101

Approved preservation agents are presented in Technological Instructions No. 73.03.00

Spanner for turning No. 145-PM 30

Painter’s brush dia approximately 25 mm

Preservation unit

Cord dia 2 mm (or self-adhesive tape of width approximately 20 mm) - 2 m

Paraffin or parchment paper - 0.5 sq.m

Compressed air 0.1 to 0.5 Mpa (1 to 5 kp/sq.cm)




73.22.00 Page 902 Jul 1, 2003


On pages

901 to 903

Name of work



0.50


2. Preservation agent must not contain impurities of size greater

than 20 micrometers and their content must not exceed 0,005

%.

3. Clean outer surface of the pump is to be preserved with clean

petrol and dried in stream of clean dry pressure air of 0.1 to

0.5 MPa (1 to 5 kp/sq.cm) pressure or clean environment with

temperature not exceeding 80 °C.

4. Remove all blinding plugs from connectors (sockets) and

pour fuel out of the pump.

5. Fill inner cavities of the pump with preservation agent fed to

socket „A“ under pressure 0.1 to 0.3 MPa (1 to 3 kp/sq.cm)

up to a point when oil starts to flow out smoothly (without

bubbles) from the outlets. When filling the pump with

preservation agent, simultaneously turn the pump driving

wheel using the aid No. 145-PM 30.

Preservation agent is only poured into a hole marked as „C“.

6. Disconnect the supply of the agent from the preservation unit

and pour excess preservation agent out of the pump.

After having poured out the preservation agent, close all

connectors (sockets) through screwing in corresponding

blinding plugs with sealing rings.



73.22.00 Page 903

Jul 1, 2003


On pages

901 to 903

Name of work



0.50


7. Wrap the preserved pump in two layers of paraffin or parchment paper and bind it with cord or with self-adhesive tape.

Place the pump so wrapped in the shipping case No. 145 B 1.

8. Enter the date of preservation and the preservation agent used in the pump log.

Insert the log into an envelope that should then be wrapped into paraffin or parchment paper (or PVC foil) and placed in a pocket inside the shipping case.

9. After the shipping case has reached its destination, the pump should be taken out from the case and placed in a rack or cabinet.

Is not permitted to store pumps on the floor.

When storing large number of pumps, they should be stored in racks or cabinets so that in between individual pumps there will be room enough to permit easy access to any pump.

During storing, take care that no damage is caused to protruding parts of the pumps or to their wrapping.

10. Pump should be stored in clean, well-ventilated dry rooms free from aggressive vapours with temperature of 20 ±10 °C. Relative humidity of air must not exceed 70 %.

11. Preservation performed in accordance with this technological instruction is effective for 1 year, provided that pumps are stored in accordance with para 9. and 10.



73.22.00 Page 904 Jul 1, 2003


On pages

904

Name of work

Measures to be taken during breaks in the fuel pump operation


0.50


Permitted break in the fuel pump operation

1. With the fuel pump (in subsequent text - pump) filled with

approved fuel, the break in operation may last maximum 30

days, both when installed in the engine and on the test stand.

2. Should the pump fitted on the engine stay out of operation for

more than 30 days, it is necessary to proceed in accordance

with the technological instruction (72.03.00, pages 907 to

909).

3. If the pump is removed from the engine or the test stand, inlet

as well as outlet sockets must be immediately plugged with

corresponding blinding plugs.

CAUTION: ALSO ALL THE OUTLETS OF HOSES, PIPES,

CONNECTORS ETC., THAT CONNECT THE

PUMP TO THE FUEL SYSTEM MUST BE

COVERED WITHOUT DELAY.

4. If fuel is drained from the pump, the latter must be preserved

within 24 hours in accordance with the technological

instruction (73.22.00, pages 901 to 903).



73.30.00 Page 1

Jul 1, 2003

MONITORING INSTRUMENTS


The instruments of the fuel system monitoring the engine operation are as follows:

– minimum fuel pressure transmitter in the airframe fuel system circuit (not included in

the engine fuel system),

– fuel pressure transmitter at the fuel distributor inlet whose signal appears on a triple

indicator, together with oil pressure and temperature.

The fuel pressure transmitter is connected via a hose to the pipe union of the shielded fuel

transfer pipe.

The function of the transmitter is described in section 77.



73.30.00 Page 2 Jul 1, 2003



74

IGNITION




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page

Date

74 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 74 „Review of Effective Pages“ 1 Jul 1, 2003 2 Jul 1, 2003 74 „Contents“ 1 Jul 1, 2003 2 Jul 1, 2003 74.20.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 201 Jul 1, 2003 202 Jul 1, 2003 401 Jul 1, 2003 402 Blank Jul 1, 2003 74.21.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Jul 1, 2003 203 Jul 1, 2003 204 Jul 1, 2003 205 Jul 1, 2003 206 Blank Jul 1, 2003


point

Page

Date

74.21.00 301 Jul 1, 2003 302 Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 505 Jul 1, 2003 506 Jul 1, 2003 507 Jul 1, 2003 508 Jul 1, 2003 509 Jul 1, 2003 510 Jul 1, 2003 511 Jul 1, 2003 512 Jul 1, 2003 513 Jul 1, 2003 514 Jul 1, 2003 515 Jul 1, 2003 516 Jul 1, 2003 517 Jul 1, 2003 518 Blank Jul 1, 2003 901 Jul 1, 2003 902 Jul 1, 2003





point

Page

Date

74.22.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 203 Jul 1, 2003 204 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 505 Jul 1, 2003 506 Jul 1, 2003 74.23.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 201 Jul 1, 2003 202 Jul 1, 2003 501 Jul 1, 2003 502 Blank Jul 1, 2003


point

Page

Date

74.30.00 1 Jul 1, 2003 2 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 74.31.00 1 Jul 1, 2003 2 Jul 1, 2003 74.32.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 74.40.00 1 Jul 1, 2003 2 Jul 1, 2003




Jul 1, 2003

CONTENTS 74.20.00 IGNITION SYSTEM - LUN 2201.03-8 low voltage ignition system - Description and operation - UNISON ignition exciter - General - Description and operation - UNISON ignition

- Instruction for installation of LUN 2201.03-8

74.21.00 IGNITION UNIT - LUN 2201.03-8 ignition unit including the spark gap - Description and operation - UNISON ignition exciter - Description and operation - Troubleshooting - UNISON ignition exciter - maintenance procedures - Maintenance of the LUN 2201.3-8 low voltage ignition system - LUN 2201.03-8 ignition system - replacement of - UNISON 9049765-1 ignition exciter - replacement of - Making ready the Paltest JT 200 T tester for adjusting and checking the

ignition systems - Maintenance and adjustment of the contact breaker in the LUN 2201.03-8

ignition system - Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system

and its adjustment - Storage, depreservation and overpreservation of LUN 2201.03-8 ignition

system

74.22.00 SPARK PLUG - N25F-3 low voltage spark plug - Description and operation - CHAMPION CH 34630 spark igniter - Description and operation - N25F-3 spark plug - Servicing - CHAMPION CH 34630 spark igniter - Servicing - Replacement of the low voltage spark plug - Testing the N25F-3 spark plugs - CHAMPION CH 34630 spark igniter - inspection of




74.23.00 INTERCONNECTING CABLES - Interconnecting cables for LUN 2201.03-8 ignition system - Description and operation - Ignition cables - UNISON - Description and operation - Troubleshooting - Ignition cables - UNISON - Maintenance practices - Check of the interconnecting cables

74.30.00 TORCH IGNITERS - Description and operation - Troubleshooting - Replacement of the M601-208.9 igniters

74.31.00 TORCH IGNITER - Description and operation - Fuel nozzle

74.32.00 FLASH TUBE - Description and operation

74.40.00 STARTING CYCLE - Description and operation



74.20.00 Page 1

Jul 1, 2003

IGNITION SYSTEM

LUN 2201.03-8 LOW VOLTAGE IGNITION SYSTEM


LUN 2201.03-8 low voltage ignition system is a detachable unit used to ignite fuel by the

torch igniter during the engine starting process. The engine is started as controlled by the

control unit incorporated in the starting panel. It must operate reliably according to a short-

term program of ignition.

In the low voltage ignition system a capacitor charged to 2 to 2.6 kV discharges through a

spark gap into a low voltage spark plug.

The low voltage ignition system is doubled - i.e. two mutually independent low voltage

ignition systems are installed on each engine. During the starting process they operate

simultaneously and independently of each other and each of them energizes a separate

torch igniter.

The low voltage ignition system consists of an ignition source with a spark gap, a low

voltage ignition plug and an interconnecting cable.



74.20.00 Page 2 Jul 1, 2003

IGNITION SYSTEM

UNISON IGNITION EXCITER

GENERAL

The UNISON 9049765-1 ignition exciter has been introduced for the WALTER M601E

engine model by means of the bulletin No. M601E/21b and for the WALTER M601E-21

engine model by means of the bulletin No. M601E-21/9b, effectivity since November 1,

1998 as an alternative of the current LUN 2201.03 ignition unit. The bulletin establishes a

procedure for replacement of the LUN 2201.03-8 ignition unit for new UNISON ignition

exciter.

Newly issued both description of the UNISON exciter and technological instructions are

provided with identical numbering as for current LUN 2201.03-8 ignition unit in the current

Maintenance Manual.

Current chapters containing description and technological instructions that establish

procedures for testing, adjustment and check by means of PALTEST JT200T tester are

valid only for both original LUN 2201.03-8 ignition unit and N25F-3 spark plug.

The following subsections are valid for both ignition systems: 74.30.00, 74.31.00, 74.32.00

and 74.40.00.



74.20.00 Page 3

Jul 1, 2003

IGNITION SYSTEM



Ignition system (refer to Fig. 1) provides for quick mixture light up within wide range of

temperatures. The system consists of ignition exciter that incorporates two independent

solid-state circuits, two high voltage cables and two spark igniters. The system is energized

from the aircraft 28V D.C. supply.


Fig. 1

Ignition exciter

High voltage cables

CHAMPION CH 34630/N25F-3 Spark igniters



74.20.00 Page 4 Jul 1, 2003



74.20.00 Page 201

Jul 1, 2003


On pages

201 to 202

Name of work

Adjustment/Test Manpower required (Manhours)


1. Adjustment/Test

General

1.1 Operational Check

Operation of the ignition exciter can be tested either on the

installed engine or on the test rig after exciter removal from

the engine or before installation on the engine.

Claim at the

supplier

(before

expiration of

the

warranty)

WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER

MAY BE DANGEROUSLY HIGH. ENSURE

THAT IGNITION IS SWITCHED OFF AND

SYSTEM HAS BEEN INOPERATIVE FOR AT

LEAST SIX MINUTES BEFORE

INSTALLATION OF ANY IGNITION

COMPONENTS. ALWAYS DISCONNECT

COUPLING NUTS AT IGNITION EXCITER AT

FIRST.




74.20.00 Page 202 Jul 1, 2003


On pages

201 to 202

Name of work

Adjustment/Test Manpower required (Manhours)


1.1.1 Switch ignition exciter off.

CAUTION: DO NOT ALLOW IGNITION CABLE

BRAIDING OR FERRULES TO ROTATE

WHEN RELEASING COUPLING NUTS.

CAUTION: BEFORE SWITCHING ON IGNITION TO

PERFORM OPERATIONAL CHECK, CARRY

OUT A DRY MOTORING RUN TO ENSURE

NO FUEL REMAINS IN COMBUSTION

CHAMBER.

1.1.2 Switch one ignition circuit on.

1.1.3 On the installed engine listen at gas generator case for

snapping sound with frequency of approximately four

snaps per second. Switch ignition off.

Claim at the

supplier

(before

expiration of

the

warranty)

1.1.4 Repeat steps 1.1.2 and 1.1.3 with second circuit.

1.1.5 If snapping sound is not heard on one or both checks

replace associate spark igniter and/or high voltage cable

and repeat operational check. If snapping sound is not

heard replace ignition exciter.



74.20.00 Page 401

Jul 1, 2003


On pages

401

Name of work

Working procedure before the LUN 2201.03 ignition system installation



1. Unpack the ignition source including the cable, the box with

the circuit breaker 14 UA 41/R and the box with the spark

plug N25F-3 from the carton.

2. According to information in the appliance log verify production

number of ignition number of ignition source and production

number of spark gap and compare them with the numbers

given in „Table of Technical Parameters“ measured on a new

product.

Claim at the

supplier

(before

expiration of

the

warranty)

3. According to marks on the cable (I or II) check whether the

chosen one is suitable according to its length - and check

also whether it corresponds to information given in the

appliance log.

4. De-preserve according to 74.21.00 - Page 901.

5. Check of the spark gap according to 74.21.00 - Page 512.

6. Check the function according to 74.21.00 - Pages 501 to 519.

7. Installation on the engine according to 74.21.00 - Page 402.

JT 200 T Solder electrical gun Clean cloth

Cleaning petrol

Soldering wire




74.20.00 Page 402 Jul 1, 2003



74.21.00 Page 1

Jul 1, 2003

I G N I T I O N U N I T

LUN 2201.03-8 IGNITION UNIT INCLUDING THE SPARK GAP


The LUN 2201.03-8 low voltage ignition coil operates as an ignition source on principle of a

capacitor discharge into a low voltage spark plug through a spark gap. Current supplied into

the primary winding of the ignition coil from a battery is interrupted by a contact breaker.

The breaker operates on the basis of hammer interrupter. The contact breaker is bridged by

a primary capacitor. High voltage impulses generated in the secondary winding of the coil

charge a secondary capacitor through a rectifier. When the voltage across the secondary

capacitor reaches the break down voltage of the spark gap the capacitor will discharge

through the spark gap and through the low voltage spark plug. After this cycle is completed

the residual charge of the capacitor will be discharged via a by-pass resistor. See Fig. 1 for

the wiring diagram.

Both low voltage ignition coils are installed at the engine left hand rear bottom corner when

viewed in the direction of flight. Coils are attached to a sheet metal bracket. The bracket is

bolted to the accessory gearbox by four bolts. Ignition coils are connected to the engine

frame by a copper cable; the engine casing forms the conductive element connecting the

ignition plug jacket to the ignition coil box. It is therefore necessary to establish always a

conductive contact between the engine casing and the ignition coil box when handling

ignition coils.



74.21.00 Page 2 Jul 1, 2003

Legend:

1 - Low voltage ignition spark plug 6 - Primary capacitor

2 - Secondary capacitor 7 - Secondary winding on the induction coil

3 - By-pass resistor 8 - Primary winding on the induction coil

4 - Spark gap 9 - Plug wiring diagram

5 - Rectifier 10 - Contact breaker

LOW VOLTAGE IGNITION SYSTEM WITH LUN 2201-03.8. WIRING DIAGRAM

Fig. 1



74.21.00 Page 3

Jul 1, 2003


U N I S O N I G N I T I O N E X C I T E R


The ignition exciter is a sealed unit containing electronic components. The exciter is

intended for operation during starting to initiate combustion in the combustion chamber. The

exciter transforms the D.C. input to a pulsed high voltage through solid-state circuits, a

transformer and diodes.

When the unit is energized, a capacitor on the high voltage side of the output transformer is

progressively charged, until the energy stored, approximately one joule, is sufficient to

ionize a spark gap in the unit and discharge the capacitor across the spark igniter. The

network consists of two independent circuits so that if one spark plug is open or shorted the

remaining circuit will enable the other spark plug to operate. The network also enables the

capacitors to discharge automatically in the event of one or both spark plugs becoming

inoperative, or input voltage being switched off.

Ignition exciter is installed on the engine bracket.



74.21.00 Page 4 Jul 1, 2003

SCHEMATIC DIAGRAM OF WIRING

Fig. 2

trigger circuit

voltage sense

one-shot time delay

emi filter control circuit

output circuit

storage capacitor converter

INPUT

(feeding voltage)

trigger circuit

voltage sense

one-shot time delay

emi filter control circuit

output circuit

storage capacitor converter

INPUT

(feeding voltage)



74.21.00 Page 101

Jul 1, 2003


TROUBLESHOOTING

If technical specifications have not been complied with contact the product support

department of the engine manufacturer.



74.21.00 Page 102 Jul 1, 2003



74.21.00 Page 201

Jul 1, 2003


On pages

201 to 205

Name of work

UNISON ignition exciter - maintenance procedures



1. Removal (refer to Fig. 201)

WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER AT FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS AND COUPLING NUTS WITH BARE HANDS.

1.1 Isolate power from ignition exciter

1.2 Remove supply cables (1) from two input connectors (2) on ignition exciter.

CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN RELEASING COUPLING NUTS.

1.3 Remove two ignition cable couplings (4) from output connectors (5) on ignition exciter.

1.4 Release and remove four nuts (6), washers (7) and bolts (8) that attach the exciter to bracket on the accessory gearbox.

1.5 Remove ignition exciter




74.21.00 Page 202 Jul 1, 2003


On pages

201 to 205

Name of work




2. Installation (refer to Fig. 201)

2.1 Install ignition exciter on the mounting bracket on accessory

gearbox

CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME

IN CONTACT WITH CENTER CONDUCTOR

OF HIGH VOLTAGE CABLES AND IGNITION

EXCITER CONNECTORS.

2.2 Lightly coat threads of ignition exciter connectors with

fluorcarbon spray lubricant.

CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING

OR FERRULLES TO ROTATE WHEN

TIGHTENING ON COUPLING NUTS.

2.3 Connect coupling nuts of supply cables (1) and high voltage

ignition cable couplings (4) to respective input and output

connectors (2) and (5) on ignition exciter. Tighten nuts,

torque finger tight plus 45 degrees and lock with wire.

2.4 Reconnect coupling nuts at other end of ignition cables to

spark igniters in the torch igniters. Tighten nuts and torque

finger tight and then turn plus 45 degrees more. Lock with

wire.



74.21.00 Page 203

Jul 1, 2003


On pages

201 to 205

Name of work




IGNITION EXCITER - REMOVAL/INSTALLATION

Fig. 201

Bracket M601-8029.62 - 1 pcBolt LN 5284 - 4 pcs

(8) Bolt LN 5268 - 4 pcs (6) Nut LN 5168 - 4 pcs (7) Washer LN 5266 - 5 pcs

VIEW P Bracket M601-8028.62 - 1 pc



74.21.00 Page 204 Jul 1, 2003


On pages

201 to 205

Name of work




3. Inspection/Check

Inspect ignition exciter after cleaning.

3.1 Inspect ignition exciter for signs of damage and general

condition.

3.2 Inspect input and output connectors for damage, paying

particular attention to connector threads for corrosion.



74.21.00 Page 205

Jul 1, 2003


On pages

201 to 205

Name of work




4. Cleaning/Painting

4.1 Clean ignition exciter as follows:

4.1.1 Remove all corrosion residues using stainless steel wire

brush.

4.1.2 Clean affected surfaces thoroughly using clean lint-free

cloth moistened with methyl-ethyl-keton.

CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME

IN CONTACT WITH CENTRAL CONDUCTOR

OF IGNITION EXCITER CONNECTORS.

CONTACT WITH CONDUCTORS MAY

RESULT IN A HIGH RESISTANCE PATH

THAT COULD GENERATE HEAT OR

OXIDATION.

4.2 Inspect mounting bracket of ignition exciter.

4.2.1 Inspect visually threads of nuts and bolts. Replace them if

necessary.

4.2.2 Inspect visually the bracket for cracks and deformation.

Replace it if necessary.



74.21.00 Page 206 Jul 1, 2003



74.21.00 Page 301

Jul 1, 2003


On pages

301 to 302

Name of work

Maintenance of the LUN 2201.3-8 low voltage ignition systemManpower required (Manhours)


1. Maintenance is carried out either on the engine installed in

the aircraft or in a workshop. The ignition coil can be removed

from the engine and checked in a workshop by means of the

JT 200 T tester, or it is possible to carry out inspection,

maintenance and adjustment of the low voltage ignition

system without removing the ignition coil from the engine.

In both cases proceed in accordance with Technological

Instructions, Ref. 74.21.00, 74.22.00.

2. The check is carried out after each 300 hours of service

operation.

The service life of the ignition device makes up 2000 hours of

operation or 2250 engine starts.

3. Spark plugs N25F-3 are replaced during the check by new

ones (see Technological Instructions 74.22.00, Page 401).

4. Check and adjust the spark gap (see Technological

Instructions 74.21.00, Pages 510 to 513, 515 to 517).

5. Check and adjust the contact breaker (see Technological

Instructions 74.21.00, Pages 505 to 509, and 517).

Apparatus for testing and

adjusting low voltage ignition

system Paltest JT 200 T

Pointed side cutters

Screwdriver

Flat pliers


of 17 246.4 stainless steel

- 0.5 m




74.21.00 Page 302 Jul 1, 2003


On pages

301 to 302

Name of work

Maintenance of the LUN 2201.3-8 low voltage ignition systemManpower required (Manhours)


6. Inspection of the connecting cables (see Technological

Instructions 74.23.00, Page 501).

CAUTION: THE IGNITION COIL PRIMARY CURRENT IS

MEASURED AND ADJUSTED AS THE LAST

OPERATION AFTER THE CHECKED SPARK

PLUGS AND SPARK GAPS THAT WILL BE

EMPLOYED WITH THE IGNITION COIL IN

ACTUAL OPERATION HAVE BEEN INSTALLED

- SEE TECHNOLOGICAL INSTRUCTIONS

74.21.00, PAGE 507.



74.21.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

LUN 2201.03-8 Ignition system - replacement of Manpower required (Manhours)

2.5


1. Removal

1.1 Unlock the ignition system plug and screw off the union nut

with hand. Pull out the plug.

1.2 Unlock the union nut on the cable and screw it off with hand.

Pull out the spark gap plug include the spark gap.

1.3 Using a screwdriver loosen the screw on the cable socket

and pull out the spark gap.

1.4 Using a spanner s=9 mm loosen and screw off the earthing

strip nut and remove the strip.

1.5 Using a spanner s=8 mm and a socket spanner s=9 mm

loosen and screw off nuts from four bolts retaining the coil.

Take down the coil.

M601-944.4 socket spanner

Double ended spanner

8x10 mm


9x10 mm

Flat pliers


Screwdriver



- 0.5 m




74.21.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

LUN 2201.03-8 Ignition system - replacement of Manpower required (Manhours)

2.5


2. Installation

2.1 Clean the seating surface for the earthing strip on the coil.

2.2 Attach the coil to its bracket by four bolts and nuts.

2.3 Screw on the earthing strip - check and clean seating

surfaces - if necessary.

2.4 Fit a new spark gap in the connecting cable socket, so that

the face with the varnish secured adjusting screw will look

forward. Tighten the socket by the screw on its side so that

the spark gap will be connected firmly to the cable. The

cable is useful also as a holder during removing or inserting

the spark gap in the ignition source (the coil).

2.5 Fit the spark gap include the connecting cable in the ignition

system and tighten the union nut with hand. Lock the nut by

locking wire.

2.6 Fit the plug with 28 V line into the connector. Tighten and

lock the union nut by locking wire.

2.7 Enter a record about the replacement into appliance logs.

2.8 Check proper function of the system by an engine test run.



74.21.00 Page 403

Jul 1, 2003


On pages

403 to 404

Name of work

UNISON 9049765-1 ignition exciter - replacement of Manpower required (Manhours)

2.5


1. Removal

1.1 Unlock power supply input connector on the ignition exciter

and unscrew coupling nut with hand. Remove the

connector.

1.2 After unlocking unscrew coupling nut off the spark igniter

cable.

1.3 Remove the ignition exciter from mounting bracket, remove

earthing strip.

WARNING: LEAVE THE EXCITER INOPERATIVE FOR

AT LEAST 6 MINUTES AFTER RUN. (FOR

RESIDUAL VOLTAGE ON OUTPUT

CONNECTORS.)

Socket spanner

M601 - 944.4

Double ended spanner 8x10


Flat pliers


Screwdriver


of 17246.4 stainless steel

- 0.5 m




74.21.00 Page 404 Jul 1, 2003


On pages

403 to 404

Name of work

UNISON 9049765-1 ignition exciter - replacement of Manpower required (Manhours)

2.5


2. Installation

2.1 Clean the seating surface of the earthing strip.

2.2 Attach the ignition exciter to its bracket by four bolts.

Original self-locking nuts can be again used.

2.3 Screw the earthing strip on - check and clean seating

surfaces - if necessary.

2.4 Fit cable connectors and tighten coupling nuts, then lock

with locking wire.

2.5 Fit power supply connectors, tighten them with hand and

lockwire.

2.6 Enter the replacement into relevant logs.

2.7 Switch successively both circuits of the exciter on and listen

for snapping sound at the torch igniters to check operation

of the exciter.

2.8 Check proper function of the system by an engine test run.



74.21.00 Page 501

Jul 1, 2003


On pages

501 to 504

Name of work

Making ready the Paltest JT 200 T tester for adjusting and checking the ignition systems



1. The tester is intended for checking and adjustment of the

LUN 2201.03-8 ignition system using accessories that form a

part of this instrument.

The following checks can be carried out using the tester:

1.1 Break down voltages of spark gaps and low voltage

spark plugs.

1.2 The mean value of current through primary circuits of

ignition sources and thus the current through the contact

breaker.

1.3 Voltage across the power supply battery.

Power supply of 28 V/25 A

Feeding voltage of

220V/50Hz

Paltest JT 200T tester




74.21.00 Page 502 Jul 1, 2003


On pages

501 to 504

Name of work




Check

2. Measurement ranges:

2.1 High voltage of 0 to 4 kV. Accuracy within the range of

2 to 3 kV ± 3 %.

2.2 Current range of 0 to 6 A. Accuracy class 1.5.

2.3 Voltage range of 0 to 40 V. Accuracy class 1.5.

3. The tester is designed in safety category I ČSN 35 6501.

4. Accessories: See the log to the tester.

5. To make the tester ready for application:

5.1 Before plugging the tester into the mains check the

pointers on both measuring instruments to show

mechanical zero. If not so set them to zero by means of

the setting screw on the instrument panel.

5.2 Connect the tester to mains by plugging a mains lead

into the socket on the tester rear side and throwing the

power switch to position I.

NOTE: See Fig. 501 and Fig. 502.



74.21.00 Page 503

Jul 1, 2003


On pages

501 to 504

Name of work




Check

5.3 Set switch K2 to position „0“.

5.4 After setting K2 to position „0“ set the electric zero on the

voltmeter with knob K3. Allow the tester to stabilize for 7 to

10 minutes.

5.5 As soon as the tester has been temperature stabilized:

5.5.1 Check the electric zero with the knob K3.

5.5.2 Tester calibration - set switch K2 to „CEJCH.“

(„Calibration“) and set the reading with the knob K1

„CEJCH. NASTAVENÍ“ („Calibration adjustment“) for

the pointer to read 4 kV, i.e. full deflection. After

setting the electrical zero the tester is ready for

measuring. Electrical zero and calibration can be reset

only if switch K2 is set either to „0“ or to „CEJCH.“

(„Calibration“). Having set the tester do not disturb

knobs K1 and K3.

NOTE: As the tester is temperature dependent the

ignition system check and adjustment can be

carried out only at ambient temperature of

20 ± 5 °C (see the chart).



74.21.00 Page 504 Jul 1, 2003


On pages

501 to 504

Name of work




°C

%

%

°C

-40 -30 -10-20 403010 20

20

10

-20

-10

For the above mentioned reason ignition systems may be checked and/or adjusted

by means of the JT 200 T tester at ambient temperatures of 20 ± 5 °C only.

Variation of JT 200 T tester instrument error with ambient temperature



74.21.00 Page 505

Jul 1, 2003


On pages

505 to 509

Name of work

Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system



Check

Screw off the cap covering the contact breaker and check the inner compartment for traces of leaking grease. If grease traces have been detected inside the ignition system is not suitable for flight operation and has to be replaced. Ascertain whether oil under cap does not leak from oil filling orifice.

Put a fine file between contacts. The file is delivered with the spare parts kit. Pull the file parallel to contact surfaces, remove the burr from one end of the contact, clean the other contact but do not try to repair any pitted surfaces. Do not press the file against the contact breaker spring. After cleaning contacts - or if the contact breaker was disassembled for any reason - set the gap between the armature and the core to 0.7 to 1 mm. (The gap is measured by feeler gauges riveted to the file.) Next step is the adjustment of primary current through the contact breaker. This is carried out after assembling the ignition system, installing the spark gap and a spark plug that must have a common earthing with the ignition power source.

Power supply: 220 V/50 Hz

28 V/25 A

PALTEST JT 200 T tester

Double ended spanners 8 and 9 mm

Screwdrivers 3.5, 6.5 mm

File include feeler gauges

Connecting cords 454 910 971 605 454 910 970 626

Binding wire dia 0.63 mm of 17246.4 stainless steel - 200 mm




74.21.00 Page 506 Jul 1, 2003


On pages

505 to 509

Name of work




1. Make ready the Paltest tester as specified in the Technological Instructions 74.21.00 Pages 501 to 504.

2. Connect the Paltest JT 200 T tester to the aircraft electric system by the cord provided in the kit of accessories under No. 29. Plug the two-pole plug Type 732.2 into the connector marked „27 V VSTUP“ („27 V input“) on the front panel of the JT 200 T tester (Fig. 501). Using a modified plug VŠG 17- B2- Š1 it is possible to connect the tester to the aircraft power system at the point supplying the ignition system.

3. If the check is carried out outside the aircraft care should be taken on the power source whether a storage battery or another DC power source is capable of delivering 25 A peak current without a voltage drop and with ripple coefficient not exceeding 10 % of the nominal voltage 28 V within an output voltage range from 18 to 30 V. Within the range of 14 to 18 V the supply ripple must correspond to that of a storage battery.

Ripple coefficient is defined as the difference between the minimum and maximum values of the alternating component of the supply voltage (as read on an oscilloscope screen) divided by the nominal voltage of 28 V. Before connecting the ignition system check the leads carefully for correct polarity. If lead polarity is reversed there is a danger of destroying the ignition system.

CAUTION: THE IGNITION COIL MUST NOT BE OPERATED AT NO LOAD CONDITION; I.E. THE SPARK GAP AND THE SPARK PLUG MUST BE CONNECTED TO THE SECONDARY WINDING OF THE COIL.

Connect the JT 200 T tester to the ignition system by the cord Item 28 - Fig. 501. Plug the VŠ 17 - KNP 2-01 three pole plug into the socket on the ignition system.



74.21.00 Page 507

Jul 1, 2003


On pages

505 to 509

Name of work




4. Measurement of the current mean value through the ignition

system induction coil contact breaker.

4.1 Firstly service and adjust the contact breaker contacts.

4.2 Check the tested spark gap and spark plug whether

connected to the ignition source.

4.3 Set switch K2 - Fig. 501 to position „40 V” (so the supply

voltage will be measured).

4.4 Connect the DC power source. The voltmeter will indicate

the power source voltage and the ammeter will show the

mean value of current flowing through the ignition source

contact breaker (the value of the current can be adjusted by

the contact breaker screw - see Fig. 508).



74.21.00 Page 508 Jul 1, 2003


On pages

505 to 509

Name of work




5. The current through the contact breaker is set in accordance

with the following table:

Current through the contact breaker at battery voltage of

Temperature [°C] 24 to 26 [V] 26 to 28 [V]

[A] Tolerance [A] [A] Tolerance [A]

+40 2.1 -0.1 2.0 -0.1

+20 1.9 +0.05 1.8 +0.05

+10 1.85 +0.05 1.77 +0.05

0 1.8 +0.05 1.75 +0.05

-10 1.8 +0.1 1.72 +0.1

-20 7.75 +0.1 1.7 +0.1

-30 1.72 +0.1 1.6 +0.1



74.21.00 Page 509

Jul 1, 2003


On pages

505 to 509

Name of work




6. The frequency of sparking is not checked at temperatures

under 20 °C. The value specified for -30 °C is for information

only and it can be used only if a meter calibrated at -30 °C is

available. The maximum error of the meter must not exceed

± 150 mA at 2A.

Having adjusted the primary current and the instrument check

once more the gap between the armature and the core. It

must be within 0.7 to 1 mm. If so enter the measured current

into the log. To set the gap use the spacing pads supplied in

the kit of spare parts. Clean slightly the adjusted contact

breaker by felt or brush, press slightly and release the contact

with a finger to check its seating. Having adjusted the contact

breaker check its function. Spark plugs must spark normally.

It is

necessary

to readjust

the contact-

breaker acc.

to TI

74.21.00

(Pages 505

to 509). The

damaged

parts of

contact-

breaker if

any have to

be replaced.



74.21.00 Page 510 Jul 1, 2003


On pages

510 to 512

Name of work

Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and its adjustment



1. Make ready the Paltest tester as specified in the Technological Instructions 74.21.00, Pages 501 to 504.

2. Connect the Paltest tester to the ignition system as specified in the Technological Instructions 74.21.00 Pages 506 to 507.

3. Test of the 14 UA 41/R spark gap:

Use the devices No. 22, 24 in the list of delivered items.

3.1 Set of devices and their wiring with the ignition system as shown in Fig. 505.

3.2 Connect device Item 22 shown in Fig. 505 to the high voltage outlet of the LUN 2201.03-8 ignition system. Connect it by a cable to the high voltage socket on the JT 200 T Paltest tester (Fig. 502). Screw the nut 22a) on the ignition source and tighten it by the hook spanner.

3.3 Insert the UA 14 41/R spark gap in to the device 22 so that the spark gap screw will be faced off the ignition source. (The 14 UA 41/R spark gap and the location of the adjusting screw are shown in Fig. 504.)

Supply voltage 220 V/50 Hz

Power supply 28 V/25 A

Screwdriver 3.5 mm

Device for checking spark gaps 454 940 970 603

Measuring extension 454 011 120 000

Hook spanner 38 to 45 mm

Cable for testing spark gaps, 2 m long




74.21.00 Page 511

Jul 1, 2003


On pages

510 to 512

Name of work




3.4 Attach the device 24 on the spark gap and tighten it by the hook spanner. Fit the short-circuiting screw 24a into the device 24. This will connect the spark gap outlet to frame.

4. Switch on the switch 1 - 1 (Fig. 501) and after switching the switch K2 to pos. „4 kV” the instrument show read the break down voltage of the spark gap. The value read most frequently within an interval of 10 seconds is considered to be the decisive value.

Check of a discharge gap that had been in operation:

5. If the break down voltage of an UA 41/R discharge gap has dropped under 1.9 kV or risen above 2.6 kV the discharge gap is considered unserviceable and should be replaced. Otherwise the break down voltage is adjusted by the adjusting screw to 2.2 ± 0.1 kV.

The adjusting screw is located on the discharge gap in the position shown in Fig. 504. By turning the adjusting screw clockwise the break down voltage is increased, by turning the screw counterclockwise the break down voltage is reduced. If it is impossible to adjust the discharge gap to the required value of 2.2 ± 0.1 kV the discharge gap is rejected and replaced by a new one from the stock of spare parts. The discharge gap must be also replaced if its glass bulb is cracked and the discharge gap is leaky.

The 14 UA 41/R discharge gap must be tested with the screw facing towards the spark plug or to the frame - see Fig. 504.



74.21.00 Page 512 Jul 1, 2003


On pages

510 to 512

Name of work




Check of a new discharge gap:

6. The new 14 UA 41/R discharge gap is taken out from its box

and tested by means of the JT 200 T tester.

The discharge gap is rejected if:

6.1 Its break down voltage is lower than 2.0 kV or higher than

2.6 kV.

6.2 The discharge gap has suffered from mechanical damage.

6.3 If the actual break down voltage is by more than 0.3 kV

lower than the value given in the discharge gap appliance

log. Discharge gaps with a break down voltage drop of more

than 0.3 kV can be used if the measured break down

voltage is higher than 2.1 kV.

NOTE: The discharge gap must be fitted into the device 24

so that the screw will be faced off the ignition

source (Fig. 504 and Fig. 505).



74.21.00 Page 513

Jul 1, 2003

1 - Ignition switches 1-1, 1-2

2 - 27 V VÝSTUP (27 V output) (for connecting the ignition system)

3 - Electric zero

4 - Maximum deflection 4 kV (CEJCH. (calibration))

5 - switch

6 - 27 V VSTUP (27 V input) (from battery)

7 - mains switch

8 - mechanical zero

Fig. 501



74.21.00 Page 514 Jul 1, 2003

1 - Mains voltage socket (220 V)

2 - Mains fuse (315 mA)

3 - High voltage socket (from the ignition source)

Fig. 502



74.21.00 Page 515

Jul 1, 2003

C2 - Secondary capacitor of 0.5F/3.5 kV

J - Tested spark gap

JT 200 - Paltest Tester (JT 200T)

SPARKING GAP CHECK

Fig. 503

SPARKING GAP CHECK

Fig. 504

Adjusting Screw Secured with paint (It is not necessary to secure with paint after adjustment)



74.21.00 Page 516 Jul 1, 2003

SPARKING GAP CHECK

Fig. 505

STANDARD SPARKING GAP CHECK

Fig. 506

(longer)



74.21.00 Page 517

Jul 1, 2003

IGNITION PLUG CHECK

Fig. 507

CONTACT BREAKER ADJUSTING

Fig. 508

Contact filing

0.7 to 1 Adjusting washer for clearance setting

Contact breaker adjusting bolt

Ignition plug (shorter)



74.21.00 Page 518 Jul 1, 2003



74.21.00 Page 901

Jul 1, 2003


On pages

901 to 902

Name of work

Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system



1. Storage

Ignition system may neither be transported nor temporarily stored on open platforms, unprotected against rain and in trucks and/or spaces containing acids, alkalies etc.

1.1 Stores must be ventilated and relative humidity must not exceed 80 %. Ignition system must be stored loose, not less than 20 cm above the floor. It is prohibited to store ignition systems on the floor or in sealed cases. Storage racks must be kept clean.

1.2 Products must be inspected every six months and if necessary they must be preserved. One year packing is not intended for tropical areas.

74.21.00 Page 90

1.3 In two years packing the colour of the moisture indicator is checked every six months. The colour of the moisture indicator is compared with a set of samples. If the moisture indicator colour indicates presence of moisture defective product packing can be claimed.

74.21.00 Page 902

Tank

Rubber gloves

2 trays

Petrol and cloth

Preservation oil OK-5A (KONKOR 105)

Preservation grease C-ČSN 65 6856

Paraffin




74.21.00 Page 902 Jul 1, 2003


On pages

901 to 902

Name of work

Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system



2. Depreservation

Depreserve the product in cleaning petrol and wipe it dry by a clean rag. Remove the lid and check the contact breaker for deposits of preservative and for the grease leaking from the ignition source.

Check the function of the contact breaker and the spark gap before installing the system on the engine according to 74.21.00.

3. Restoring of preservation.

3.1 One-year packing:

Only free and spare parts are preserved by submerging into preservative consisting of 3 weight parts of preserving grease C-ČSN 65 6856 and 1 weight part of oil OK-5A (KONKOR 105) heated to 70 to 80 °C. These parts are then put in a PVC bag.

3.2 Two-years packing:

Preservation is carried out in a similar way as mentioned in point 3.1. In addition to it the 14 UA 41/R spark gap is preserved by submerging of both metal ends in preservative.

- Spark plug is not preserved; it is deposited into a box that is submerged in molten paraffin.

- Ignition source is not preserved; it is deposited into a box that is dried at temperature 60 to 70 °C for 3 hours. The box is put in a PVC bag together with moisture indicator and drying agent and then the bag is welded up.



74.22.00 Page 1

Jul 1, 2003

S P A R K P L U G

N25F-3 LOW VOLTAGE SPARK PLUG


The N25F-3 low voltage spark plug makes use of surface discharge on the surface of a

semiconductor. This concept has the advantage that carbon setting has no adverse affect

on the function of the spark plug. The spark plug operates reliably even when flooded with

fuel.

The N25F-3 low voltage spark plug is installed in the torch igniter. Both torch igniters are

installed on the radial compressor casing above the combustion chamber.

The low voltage spark plug is shown in Fig. 1.



74.22.00 Page 2 Jul 1, 2003

Legend:

1 - Sealing gasket

2 - Place of the electric discharge

3 - Spark plug retaining thread

4 - Holes for locking

5 - Contact for the connecting lead

6 - Thread for attaching the connecting lead

N25F-3 LOW VOLTAGE SPARK PLUG

Fig. 1



74.22.00 Page 3

Jul 1, 2003

S P A R K P L U G

CHAMPION CH34630 SPARK IGNITER


CHAMPION CH34630 spark igniter can be used in WALTER M601 engines as an

alternative. This igniter can be installed on WALTER M601 engines fitted with both

LUN 2201.03-8 ignition unit or UNISON ignition exciter.

A semi-conductor material bridges the electrodes and is required for the proper function of

the ignition. Spark igniters are installed in the torch igniters located on the radial

compressor casing.



74.22.00 Page 4 Jul 1, 2003

Legend:

1 - Sealing gasket

2 - Place of the electric discharge

3 - Thread of the spark igniter

4 - Locking holes

5 - Contact for the connecting lead

6 - Thread attaching the connecting lead

CHAMPION CH 34630 LOW VOLTAGE SPARK IGNITER

Fig. 2



74.22.00 Page 201

Jul 1, 2003

S P A R K P L U G

N25F-3 SPARK PLUG

SERVICING

The low voltage spark plug manufacturer requires the spark plugs to be replaced after

300 hours in operation.

The procedure for replacing the spark plug after the above-mentioned time of operation has

expired or if the spark plug has been found as defective during operation is described in the

following Technological Instructions.



74.22.00 Page 202 Jul 1, 2003



74.22.00 Page 203

Jul 1, 2003

S P A R K P L U G

CHAMPION CH 34630 SPARK IGNITER

SERVICING

When servicing CHAMPION spark igniter care must be taken so as not to disturb

semi-conductor material that bridges the electrodes.

No maintenance of the CHAMPION igniter is required during operation. Cleaning/Check is

performed only when a failure of the ignition system has been found out or within prescribed

inspection.



74.22.00 Page 204 Jul 1, 2003



74.22.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

Replacement of the low voltage spark plug


1.00


1. Removal

1.1 Unlock the union nut on the connecting cable and the

hexagon on the spark plug.

1.2 Hold the spark plug by the s=17 mm spanner and screw off

the connecting cable union nut using the s=19 mm spanner.

1.3 Screw off the low voltage spark plug by the s=17 mm

spanner. All sealing gaskets should be removed together

with spark plug from the igniter.


7x19 mm - 2 pcs


Flat pliers



- 0.5 m




74.22.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

Replacement of the low voltage spark plug


1.00


2. Installation

2.1 Screw a new low voltage spark plug with a new sealing

gasket into the torch igniter as shown in Fig. 401

NOTE: When installing a new spark plug the number and

the thickness of gaskets should be retained as for

the removed spark plug.

2.2 Screw the connecting cable union nut on the spark plug.

2.3 Lock both the low voltage spark plug and the union nut with

locking wire.

Fig. 401

17.5 to 20 Sealing gaskets



74.22.00 Page 501

Jul 1, 2003


On pages

501 to 503

Name of work

Testing the N25F-3 spark plugs



1. Spark plugs installed on engines are tested only if

malfunction is probable. Normally spark plugs are replaced

after 300 hours of operation.

2. The spark plug discharge path must not be cleaned (danger

of damage to spark plug semiconductor). Carbon deposits on

the spark plug does not interfere with its function.

If it is necessary to remove carbon deposits from the plug to

make a detailed inspection possible, dip the spark plug in

cleaning petrol and wipe it with a soft rag. Never use emery

paper or a wire brush.

Supply voltage 220 V/50 Hz

28 V/25 A

Device for adjusting spark

gaps J1 454 910 970 603

Device for checking spark

gaps 454 940 970 603

Spark gap J:

454 940 970 627

Hook spanner 38 to 45 mm

Spanner 8 mm

Screwdriver

Measuring extension

454 011 120 000

Cable 2 m long

Adjusting extension

454 011 120 001




74.22.00 Page 502 Jul 1, 2003


On pages

501 to 503

Name of work




3. A spark plug installed on an engine is rejected for the following reasons:

3.1 some part of the spark plug shows mechanical damage or cracks

3.2 the surface path on the semiconductor is longer than 2.6 mm

3.3 the minimum voltage for operating the plug is higher than 1.7 kV and the voltage peak during the discharge is higher than 500 V ( i.e. the maximum discharge voltage is 2.2 kV).

4. Test of the spark plug by means of the Paltest JT 200 T tester - see 74.21.00, Fig. 507.

4.1 The operated spark plug is made ready for measurement according to the Technological Instructions for checking spark gaps (74.21.00, pages 501 to 503)

4.2 Before spark plug testing it is necessary to adjust the standard spark gap J1 delivered in the kit of accessories. It is necessary to prepare a device for N25F-3 low voltage spark plug testing, refer to 74.21.00, Fig. 507.

4.3 The device is assembled from parts No. 22, 24 and 25. Insert the device No. 22 into the high voltage outlet of the ignition source. Screw on the nut 22a on the ignition source and tighten the nut by the hook spanner. Screw the adjusting extension No. 25 into the bottom part of the adjustable standard spark gap J1. After removing the short-circuit screw 24a and replacing it by the N25F-3 spark plug slide the spark gap testing device No. 24 over the spark gap.



74.22.00 Page 503

Jul 1, 2003


On pages

501 to 503

Name of work




4.4 Testing.

4.5 Spark plug rejection: see point 3 in Technological

Instructions 80.22.00, Page 502.

5. Test of a new spark plug.

5.1 Testing procedure is identical with that for a spark plug

operating with the engine (see Technological Instructions

74.22.00, Pages 502 to 503)

6. Spark plug rejection:

A new spark plug must be rejected if:

6.1 it shows traces of mechanical damage or cracked parts

6.2 if the minimum operating voltage of a new spark plug is

higher than 1.5 kV and the overvoltage during the discharge

is higher than 200 V (maximum break down voltage of

1.7 kV).



74.22.00 Page 504 Jul 1, 2003


On pages

504 to 506

Name of work

CHAMPION CH 34630 spark igniter - inspection of Manpower required (Manhours)

1.00


1. Removal/Installation

Removal/Installation is the same as that of N25F-3 spark

plug. Refer to 74.22.00, Pages 401 to 402.

2. Cleaning

2.1 Wipe combustion deposits from exterior with a lint-free

cloth.

2.2 DO NOT DISTURB THE COMBUSTION DEPOSITS IN THE

GAP AREA.

NOTE: If gap area deposits must be removed for a closer

inspection, they may be removed by a wood

scrapper. DO NOT TOUCH DEPOSITS ON THE

SEMI-CONDUCTOR SURFACE IN THE GAP

AREA. THEY AID PLUG OPERATION.

2.3 Terminal well may be cleaned with a felt swab saturated in

methylalcohol, or alcohol, using caution not to damage the

terminal pin.




74.22.00 Page 505

Jul 1, 2003


On pages

504 to 506

Name of work


1.00


3. Inspection

3.1 Visually check for mechanical damage. Reject if it shows

impact damage, if connector well or firing end insulator is

cracked or loose, or if connector pin is badly bent or broken.

3.2 Check firing end shell for chaffing or fretting wear. This wear

is not to exceed 0.4 mm. If this wear is more than one-half

the circumference of the shell reject the igniter.

3.3 Reject if shell body is swollen or distorted.

3.4 Check igniter plug for electrical erosion. If erosion is equal

to or exceeds limits shown in the figure, reject the igniter.

New: 4.8 mm Worn out: 6.1 mm

4.8 max. 6.1



74.22.00 Page 506 Jul 1, 2003


On pages

504 to 506

Name of work


1.00


4. Testing

4.1 Test at normal open-air pressure using the standard engine

ignition unit, including shielded lead and terminal fittings.

4.2 Connect the ignition unit to the igniter.

4.3 Clamp the igniter with the firing end up.

4.4 Switch on the ignition unit. Wait 30 seconds. If misfiring or

irregularity occurs reject the igniter.

4.5 Turn off the ignition unit.

WARNING: THE OUTPUT OF THIS IGNITION SYSTEM IS

SUFFICIENT TO CAUSE A LETHAL

ELECTRICAL SHOCK. DO NOT TOUCH ANY

EXPOSED OR LIVE PORTION. ALWAYS

DISCONNECT LEADS FROM INPUT POWER

SOURCE AND WAIT AT LEAST ONE

MINUTE TO PERMIT STORED ENERGY TO

DISSIPATE BEFORE WORKING WITH

IGNITION UNIT.

4.6 Wait for at least one minute to elapse; disconnect the igniter

from the ignition unit; unclamp the igniter.

WALTER a.s.

MAINTENANCE MANUAL MANUAL PART No. 0982055

74.23.00 Page 1

Jul 1, 2003

I N T E R C O N N E C T I N G C A B L E S

INTERCONNECTING CABLES FOR LUN 2201.03-8 IGNITION SYSTEM


The conducting part of the interconnecting cable is formed by three to five wires of

0.3 mm diameter each; it is covered with insulation. Insulation is covered by a metal

screening hose and the screening hose is coated with an insulating layer resistant against

aviation fuel, oils and temperatures from -60 to +150 °C.

The screened cable connecting the low voltage spark plug to the secondary circuit of the

ignition coil is attached to the ignition coil and to the spark plug by union nuts. Connecting

cables are led on the engine along manifolds supplying fuel to torch igniters. Cables are

fastened to manifolds by clips and at their passage through the rear air baffle is sealed by

a shaped rubber bushing.

WALTER a.s.


74.23.00 Page 2 Jul 1, 2003

WALTER a.s.


74.23.00 Page 3

Jul 1, 2003


IGNITION CABLES - UNISON


The two individual ignition cables carry the electrical energy output from the ignition

exciter to the spark igniter installed in the torch igniters. Each cable consists of an

electrical conductor contained in a flexible metal braiding. Coupling nuts at each end on

the cables connect to the connectors on ignition exciter and spark igniter.

WALTER a.s.


74.23.00 Page 4 Jul 1, 2003

WALTER a.s.


74.23.00 Page 101

Jul 1, 2003


TROUBLESHOOTING


1. Incorrect function of cables, failed conductivity

Mechanical damage, broken cables etc.

Replace the cables

WALTER a.s.


74.23.00 Page 102 Jul 1, 2003

WALTER a.s.


74.23.00 Page 201

Jul 1, 2003


On pages

201 to 202

Name of work

Ignition cables - UNISON - Maintenance practices



1. Removal (Refer to Fig 201, Page 202)

WARNING: RESIDUAL VOLTAGE IN IGNITION

EXCITER MAY BE DANGEROUSLY HIGH.

ENSURE THE IGNITION IS SWITCHED OFF

AND FOR AT LEAST 6 MINUTES OUT OF

OPERATION. SCREW OFF COUPLING

NUTS AT IGNITION EXCITER BOX FIRST.

1.1 Isolate ignition exciter from feeding voltage.

CAUTION: DO NOT ALLOW IGNITON CABLE

BRAIDING OR FERRULES TO ROTATE

WHEN RELEASING COUPLING NUTS.

1.2 Disconnect ignition cables (1) (UNISON 9048330-1) and

(2) (UNISON 9048330-2) from relevant spark igniters (3)

and (4) and from ignition exciter.

2. Installation

2.1 Install ignition cables in reverse sequence, refer to

removal procedure.

Refer to

Page 101


WALTER a.s.


74.23.00 Page 202 Jul 1, 2003


On pages

201 to 202

Name of work

Ignition cables - UNISON - Maintenance practices



HIGH VOLTAGE CABLES FOR UNISON IGNITION EXCITER

Fig. 201

50 ONL 3490.2 - 10 pcs

125 ONL 3490.2 - 1 pc

M601-885.8 - 4 pcs

M601-8049 - 1 pc

M601-8050.5 - 2 pcs

M601-8051.5 - 1 pc

2x8 ČSN 02 2706.5 - 1 pc UNISON 9049765-1 - 1 pc

UNISON 9048330-1 - 1 pc UNISON 9048330-2 - 1 pc

WALTER a.s.


74.23.00 Page 501

Jul 1, 2003


On pages

501

Name of work

Check of the interconnecting cables



Visual inspection.

Check whether:

1. There are no electric breaks

2. Cables are mechanically undamaged and there is no risk of

wire breaking or tearing

3. The insulation of the connecting cable is intact at points

where screening is terminated. Any twist and cracks in

insulation are not permissible.

Refer to

Page 101


WALTER a.s.


74.23.00 Page 502 Jul 1, 2003

WALTER a.s.


74.30.00 Page 1

Jul 1, 2003

T O R C H I G N I T E R S


Torch igniters are used to ignite the atomized fuel/air mixture inside the combustion

chamber by periodically repeated flashes. Torch igniters generate conditions for a

flammable mixture creating inside the torch igniter chamber. To ensure optimum function

of the torch igniter burning of the torch is interrupted at regular intervals. This is achieved

by an electromagnetic valve controlling fuel fed to torch igniters.

Fuel supplied through a manifold to the torch igniter flows through a nozzle that atomizes

fuel into the torch igniter combustion chamber. Atomized fuel is mixed with air and forms

a flammable mixture. A low voltage spark plug is installed in the wall of the combustion

chamber so, that it will ignite the flammable mixture. The spark plug is screwed into the

torch igniter jacket and its active section reaches to the conical zone of the atomized

fuel/air mixture. Correct axial position of the spark plug is very important from the point of

view of its function. The axial position of the spark plug can be adjusted thanks to a set of

interchangeable copper gaskets.

Integral components of torch igniters are flash tubes that pass burning gas from the torch

igniter into the engine combustion chamber. A channel in the flash tube supplies air in the

opposite direction into the torch igniter combustion chamber.

There are two torch igniters on each engine fitted in the engine centre section above the

combustion chamber. Torch igniters are situated on opposite sides of the engine casing.

The torch igniter consists of the following main components:

– Torch igniter itself

– Flash tube.

A sectional view of the torch igniter is shown in Fig. 1.

WALTER a.s.


74.30.00 Page 2 Jul 1, 2003

Legend:

1 - Torch igniter itself 6 - Fuel nozzle

2 - Interchangeable sealing gasket 7 - Low voltage spark plug

3 - Plug 8 - Flash tube

4 - Screw 9 - Inlet port of air channel

5 - Strainer

THE TORCH IGNITER AND THE FLASH TUBE - SECTIONAL VIEW

Fig. 1

WALTER a.s.


74.30.00 Page 101

Jul 1, 2003

T O R C H I G N I T E R S

TROUBLESHOOTING


1. Torch igniters do not ignite-although regular sparks discharging over the spark plug can be heard.

1) Improper spacing between the spark plug and the cone of atomized fuel

1) Replace the sealing gasket by one of different thickness or by adding a sealing gasket to change the spark plug position within ± 1 mm from its original position.

2) Replace the spark plug - see Section 74.22.00, Troubleshooting.

If it seems impossible to restore proper igniting by adjusting the position of the spark plug replace the entire torch igniter.

2. Torch igniters do not ignite

Fuel flow to torch igniters is stopped

Check whether torch igniters are supplied with fuel. Check the function of the electric breaker controlling the supply of fuel. The electric breaker reliably opens the electromagnetic valve on the fuel pump at voltage of min. 18 V.

WALTER a.s.


74.30.00 Page 102 Jul 1, 2003

WALTER a.s.


74.30.00 Page 401

Jul 1, 2003


On pages

401 to 404

Name of work

Replacement of the M601-208.9 igniters


1.50


1. Removal

1.1 Uncover the engine as far as necessary following the procedure described in the aircraft documentation.

1.2 Unlock and screw off the union nut on the connecting cable leading to the spark plug. Pull out the lead from the spark plug.

1.3 Screw out the low voltage spark plug. Remove all copper gaskets Dwg. No. M601-8072.3 A to C from inside the hole for the spark plug. The gaskets provide for correct position of the plug in the igniter.

1.4 Unlock and remove the fuel supply manifold from the torch igniter.

1.5 Using a special spanner s=8 mm screw-off four selflocking nuts attaching the torch igniter to the compressor casing. Take out the torch igniter including the flash tube. The torch igniter may stick to the compressor casing. If so, take a screwdriver to twist it off or detach it by mild knocks. Under no conditions deform the torch igniter flange.

See Page 101

Special spanner s=8 mm M601-942.4

Double ended spanner 14x17 mm



Flat pliers

Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.5 m


WALTER a.s.


74.30.00 Page 402 Jul 1, 2003


On pages

401 to 404

Name of work



1.50


2. Installation

2.1 Check visually the torch igniter flame propagating tube

(flash tube).

2.2 Clean the flash tube flange, clean the pad for the torch

igniter flange on the compressor casing and if installing the

original torch igniter remove the rests of sealing compound

from the torch igniter flange.

2.3 Fit a low voltage spark plug into the torch igniter and adjust

its position as shown in Fig. 401 using the copper gaskets

Dwg. No. M601-8072.3 A to C of suitable thickness.

2.4 Install the torch igniter on the engine as shown in Fig. 402.

Sealing must be undamaged. If not so use a new sealing

Dwg. No. M601-2031.9 - 2 pcs and M601-2030.9. (Retain

the spacing ring - part Item 6 in Fig. 402!)

2.5 Tighten self-locking nuts by a special spanner s=8 mm.

2.6 Install and secure the connecting cable on the spark plug

and reconnect the fuel supply manifold.

2.7 Cover the engine following the procedure specified in the

aircraft documentation.

2.8 Enter a record about the torch igniter replacement into the

Engine Log Book.

2.9 Check the igniter for leaks and correct function by a test

engine run.

WALTER a.s.


74.30.00 Page 403

Jul 1, 2003


On pages

401 to 404

Name of work



1.50


(1) copper gaskets

Fig. 401

17.5 to 20

1

WALTER a.s.


74.30.00 Page 404 Jul 1, 2003


On pages

401 to 404

Name of work



1.50


(1) self-locking nut

(2) torch igniter

(3) torch igniter sealing

(4) flash tube

(5) sealing to the flash tube

(6) spacing ring

(7) compressor casing

Fig. 402



74.31.00 Page 1

Jul 1, 2003

T O R C H I G N I T E R


The torch igniter generates optimum conditions for forming of combustible air/fuel

mixture.

The operating space of the torch igniter is a small combustion chamber. The chamber is

supplied with atomized fuel and air. The shape of the combustion chamber causes

supplied air to whirl and thus to mix properly with atomized fuel. The spark plug inserted

inside the small combustion chamber ignites the mixture, combustion proceeds and it is

stabilized by a recirculating vortex inside the combustion chamber. A fuel nozzle with a

strainer is attached above the small combustion chamber. The torch igniter is attached by

a rectangular flange to the casing of the centrifugal compressor by bolts and nuts.

From the point of function the most important torch igniter components are the low

voltage spark plug and the fuel nozzle.



74.31.00 Page 2 Jul 1, 2003

FUEL NOZZLE

The fuel nozzle atomizes supplied fuel into the torch igniter combustion chamber. It is

a pot-shaped with atomizing port drilled in its bottom. The other end of the nozzle is

sealed by a plug. The cylindrical section of the nozzle carries two holes drilled

tangentially with respect to the inner surface of the cylindrical plane. To prevent clogging

of both tangential channels by dirt contained in fuel the nozzle is protected by a strainer.

The strainer is shaped into a hollow cylinder slipped directly over the cylindrical outer

surface of the nozzle. The electromagnetic valve is at the fuel pump outlet. If the

electromagnetic valve is open fuel flows through the supply manifold and through the

strainer into the nozzle. Flow of fuel through two tangential channels results in rotational

motion. At nozzle outlet - i.e. downstream of a calibrated orifice fuel is atomized. The fuel

nozzle is installed in the torch igniter above the small combustion chamber. The nozzle is

sealed against the face inside the torch igniter by a gasket. The nozzle is forced against

this face by a screw. The screw is secured against displacement by punches. The nozzle

protrudes by its shoulder and the atomizing orifice into the small combustion chamber.

The space for installing the fuel nozzle is sealed by a threaded plug.

The fuel nozzle is made of stainless and abrasion-resistant material; the strainer is

soldered of a stainless wire mesh and a frame.



74.32.00 Page 1

Jul 1, 2003

F L A S H T U B E


The flash tube transfers burning air/fuel mixture from the torch igniter through the zone of

air flowing at the compressor outlet into the combustion chamber. So the main fuel

mixture is ignited. Air is passed in the opposite direction through a channel in the flash

tube into the torch igniter combustion chamber.

The flash tube consists of a rectangular flange and of a tapered, further cylindrical tube.

The end of the cylindrical tube is cut off obliquely; it carries a brazed on annular collar. An

oval inlet port of the flash tube channel is arranged in the tapered section. The channel

supplies air into the torch igniter combustion chamber.

The flash tube does not reach into the inner space of the outer flame tube. There is a

clearance between the oblique collar of the tube and the outer flame tube. The clearance

is set as demanded using stainless spacing washers fitted between the flash tube flange

and the pad on the centrifugal compressor casing.

When replacing the tube within operation it is necessary to maintain assembly clearance

between outer flame tube wall and flash tube. The clearance is ensured by application of

the original spacing washers.

The flash tube is attached by its rectangular flange including the torch igniter to a pad on

the centrifugal compressor casing.

The flash tube is brazed of stainless material.



74.32.00 Page 2 Jul 1, 2003

WALTER a.s.


74.00.00 Page 1

Jul 1, 2003

S T A R T I N G C Y C L E


The starting cycle is fully automated. If the crew wants to start an engine it is enough to

depress the starting button for a moment. The remainder of the starting cycle will be

completed automatically without any action of the crew. The starting cycle is completed

when the engine speed has stabilized at idling.

The automatic starting process is controlled by the starting panel, by fuel flow control

elements controlling the starting fuel supply rate and by the automatic breaker controlling

an electromagnetic valve on the fuel pump outlet.

Starting panel

At the beginning of the starting cycle the starting panel switches on the starter/generator.

This then operates as a starter. Further the low voltage ignition system and the breaker

are put in action. After the starting cycle has been completed, i.e. after approximately

20 seconds the starting panel switches off automatically all above mentioned aggregates

and functions. The starting panel is included in the aircraft installation.

Starting fuel flow control unit

The starting control unit controls the starting fuel rate to the fuel distributor at the

beginning of the starting cycle. Starting fuel is then atomized by the spray ring in the

combustion chamber.

To ensure an effective engine start the starting flow control unit gradually increases the

flow rate of starting fuel into the combustion chamber with respect to the air pressure at

the compressor outlet. The controlling function of the starting fuel control unit is

completed when the fuel flow rate has reached a value corresponding to engine idling

speed, i.e. at the end of the starting cycle.

A detailed description of the starting fuel control unit is presented in the description of the

fuel control unit.

WALTER a.s.


74.00.00 Page 2 Jul 1, 2003

Breaker

The breaker stops periodically in pre-set regular intervals electric current to the

electromagnetic valve installed on the fuel pump. Thus the breaker controls fuel delivery

to torch igniters. Automatic breaking provides interrupted fuel supply to torch igniters and

thus optimal conditions for their operation are provided.

The breaker is included in the airframe installation.

To ensure the safe engine starting during the fully automatic starting cycle the engine is

protected against thermal overload by an electronic limiter system. If either the gradient of

interturbine temperature rise is exceeded and/or the maximum permissible temperature is

exceeded the electronic limiter system will decrease the fuel flow rate into the combustion

chamber. Thus the interturbine temperature is reduced under its maximum value.

The function of the electronic limiter system is described in detail in section 76.



75

AIR BLEEDS




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



75 „REVIEW OF EFFECTIVE PAGES“ Page1

Jul 1, 2003



point

Page

Date

75 „Record of


2 Jul 1, 2003

75 „Review of


2 Blank Jul 1, 2003

75 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.00.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.20.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.21.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.22.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.30.00 1 Jul 1, 2003

2 Blank Jul 1, 2003


point

Page

Date

75.31.00 1 Jul 1, 2003

2 Jul 1, 2003

101 Jul 1, 2003

102 Blank Jul 1, 2003

201 Jul 1, 2003

202 Blank Jul 1, 2003

401 Jul 1, 2003

402 Jul 1, 2003

403 Jul 1, 2003

404 Jul 1, 2003

405 Jul 1, 2003

406 Jul 1, 2003

407 Jul 1, 2003

408 Jul 1, 2003

75.32.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

75.50.00 1 Jul 1, 2003

2 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

75.00.00 AIR BLEEDS

- General - Description and operation

75.20.00 COOLING AND LABYRINTH SEALS CHOKING - Description and operation

75.21.00 AIR FOR ENGINE HOT PARTS COOLING - Description and operation

75.22.00 AIR BLEED FOR LABYRINTH SEALS CHOKING - Description and operation

75.30.00 AXIAL COMPRESSOR AIR BLEED - Description and operation

75.31.00 AIR BLEED VALVE - Description and operation - Troubleshooting - Servicing technology - Replacement of the M601-19.4 air bleed valve - The M601-19.4 air bleed valve - washing - Check of compressor bleed valve function when engine is at rest

75.32.00 AIR BLEED FOR AUTOMATIC CONTROL - Description and operation

75.50.00 AIR BLEED FOR AIRCRAFT NEEDS




75.00.00 Page 1

Jul 1, 2003

A I R B L E E D S

GENERAL


Compressed air is used in turbine engines to ensure complex functioning of the engine as

well as for the needs of the aircraft.

In the framework of ensuring function of the engine, air is used, one hand for cooling and

choking of labyrinth seals and, on the other hand, for the control of the compressor air bleed

valve and for the function of the fuel system.

Air bled from the air path either returns back to the stream of gas and/or escapes in the

engine nacelle.

The places where air bleeding is performed along the airflow path are at the axial

compressor outlet, at the centrifugal compressor outlet and in the combustion chamber

compartment.

As the engine power depends substantially upon the air mass flow at the combustion

chamber entry it is necessary to provide for tightness of the entire airflow path as well as of

all manifolds and pressurized air compartments. That is why maximum attention should be

paid to and care taken of all air compartments, manifolds as well as joints. Any, even the

smallest quantity of air escaping useless from the compressor, causes deterioration of

engine parameters.



75.00.00 Page 2 Jul 1, 2003



75.20.00 Page 1

Jul 1, 2003

C O O L I N G A N D L A B Y R I N T H S E A L S C H O K I N G


Air for cooling purposes and for seals choking is extracted both from the axial compressor

outlet and from the centrifugal compressor outlet.

At the axial compressor outlet air is bled for this purpose both through an independent

manifold and through the holes in the drum surface into the inner compartment of the axial

compressor rotor for pressurizing the ball bearing labyrinth seal of the generator rotor.

At the centrifugal compressor outlet air is extracted for this purpose from the combustion

chamber compartment. Some cooling air flows through generator turbine hollow nozzle guide

vanes, some passes through the labyrinth seal of the fuel distributor and main shaft to its

inner compartment. This air is used for cooling hot parts of the turbine. Its subsequent path is

not discussed here as it is described in detail in subsection 72.53.00.



75.20.00 Page 2 Jul 1, 2003



75.21.00 Page 1

Jul 1, 2003

A I R F O R E N G I N E H O T P A R T S C O O L I N G


Inner compartment of the bleed casing is permanently connected through ports in the axial

compressor housing with the compartment behind the 2nd stage of the axial compressor.

From this compartment, air is extracted for cooling of both turbines as well as for choking the

seal of the ball bearing of the power turbine rotor via an independent manifold. The multi-

sectional manifold features telescopic joints that are advantageous both for assembling and

thermal expansion characteristics of individual engine parts during operation.

First section - manifold terminated by a flange - is linked to the bleed casing via a telescopic

joint sealed by a rubber ring. The manifold passes to the engine surface through the

supporting cone of the intake casing to that it is flange mounted. The manifold then continues

via a telescopic joint with a rubber sealing ring to a branch pipe union that is screwed on the

outlet casing. From the branch pipe union, part of air is fed via an inner pipe for cooling the

inter-turbine compartment; there it is distributed uniformly along the circumference by the

deflector. Subsequent path of this air is described in subsection 72.53.00. The remaining part

of air from the branch pipe union passes via a pipe terminated with sealing cones up to an

adapter fastened on the casing of the reduction gearbox. All the above-mentioned pipes are

made of stainless steel and their terminals are vacuum brazed.

From the adapter located on the reduction gearbox casing, air flows via an inner

multisectional piping to the flange of the power turbine seal.

The other portion of air for the engine hot parts cooling is bled from the combustion chamber

- from the compartment between the flame tube and the centrifugal compressor casing.

Some cooling air passes through the hollow generator turbine nozzle guide vanes, to join the

combustion chamber secondary air stream. Another part of the cooling air bled from the

combustion chamber passes through the labyrinth seal of the fuel distributor and labyrinth

seal of the main shaft to inner compartment of the generator rotor shaft. This part of air flows

through the shaft to the generator turbine disk. There are two possibilities: the first one is to

flow through the disk central hole; the second one is to flow along the milled bolts shanks.

Further passages of this part of cooling air are described in subsection 72.53.00.



75.21.00 Page 2 Jul 1, 2003



75.22.00 Page 1

Jul 1, 2003

A I R B L E E D F O R L A B Y R I N T H S E A L S C H O K I N G


The performance of labyrinth seals, where certain clearance is necessary for their proper

function, is substantially improved by introducing some pressure air in between the central

labyrinth edges. This principle is used in the seal of the generator rotor ball bearing as well

as in the seal of the power turbine roller bearing.

Air for choking the generator rotor ball bearing seal is supplied from the space behind the

2nd stage vanes of the axial compressor through the holes in the axial compressor drum into

the drum inner part. There are radial holes in the drum in between two labyrinth edges,

through which air passes to the compartment inside the seal bush. Here, it branches off; one

portion returns to the axial compressor inlet while the other portion passes in between the

labyrinth edges and the bush in the direction opposite to that one of the possible oil leakage,

preventing thus oil from penetrating in the air path. Air brought to the compartment in

between the labyrinth seals of the power turbine rotor branches off. One its portion passes

through the labyrinth seal of greater diameter up to the rear wall of the power turbine disk

and is directed to flow along the disk into the outlet channel. The other portion passes

through the labyrinth in direction opposite to that one of possible oil leakage, preventing thus

oil leakage.

In the case of other labyrinth seals that seal both oil and air, pressure air prevents from the

leakage. Here, pressure air is not fed in between the labyrinth edges but it ensures sealing

by the pressure airflow in direction opposite to that one of leakage.



75.22.00 Page 2 Jul 1, 2003



75.30.00 Page 1

Jul 1, 2003

A X I A L C O M P R E S S O R A I R B L E E D


Stable operation of a mixed-type compressor calls for proper matching the axial and

centrifugal compressor characteristics. Due to the fact that at low speed, the axial

compressor is characterized by higher air mass flow than the centrifugal one, it is necessary

up to 90 +3 % of corrected generator speed to bleed off some air from the axial compressor

outlet. Should this requirement not be met or should the function of air bleed valve be faulty,

this might result in compressor surging that is dangerous for engine operation that might lead

to mechanical damage of the engine.



75.30.00 Page 2 Jul 1, 2003



75.31.00 Page 1

Jul 1, 2003

A I R B L E E D V A L V E


The air bleed valve provides for proper air bleeding in the prescribed speed range. It is screw-mounted on the pad on the supporting cone of the inlet casing. Large-diameter manifold is inserted between the valve itself and the supporting cone that is sealed by a rubber ring in a circular recess on the bottom part of the bleeding casing, preventing thus from undesirable air leakage.

The valve body made of light alloy (item 9) features cut-outs (item 5) through that air passes into the compartment of the engine nacelle when the valve is open. A piston (item 1) made also of light alloy is the active component of the valve. The compartment between the piston and the cover (item 2) of light alloy is sealed by a special profile flexon packing (item 3) that is pushed against the wall of the valve body by a steel plate spring. The latter ensures uniform seating of the flexon packing along its entire circumference (providing thus, at the same time, for the valve proper functioning).

Pressure air is brought to this compartment from the combustion chamber via a pipe. This pipe features a conical pipe union on the casing of the centrifugal compressor; it is mounted on the valve by means of a banjo connection. The pipe is made of stainless steel and both its connections are vacuum-brazed. The banjo connection is attached to the valve cover (item 2) by means of a banjo bolt provided with an inlet nozzle (item 6).

With increasing engine speed, pressure at the centrifugal compressor outlet increases and so does the force acting on the piston. This moves slowly into its other extreme position. As soon as the force acting on the piston overcomes the force acting on the piston lower side from the air bled from the axial compressor outlet, the piston edge becomes closely seated in the valve seat (item 4) and bleeding is thus fully closed.

To ensure the valve closing at 90 +3 % of corrected generator speed, the bolt of the banjo connection is fitted with the inlet nozzle (item 6) and the cover (item 2) with the outlet nozzle (item 7). These nozzles feature precisely calibrated holes. The nozzles were selected during the engine acceptance test so that the valve closing corresponds to the required speed range.

The advantage of this method of piston travel control lies in smooth valve closing so that with speed closely lower than the speed of valve closing only a relatively small quantity of air will be bled. So the requirements for optimum compressor operation can be satisfied. More advantageous is the adjustment by the size of the outlet nozzle. If it is necessary to increase the generator speed at the valve closing, outlet nozzle with greater hole should be selected, and vice versa. Special protective shield is inserted under the valve that prevents from pollution of the inner space of the valve from the intake air. Contaminated packing would provide poor sealing of the compartment between the cover and the piston.

Fig. 1 presents sectional view of the air bleed valve.



75.31.00 Page 2 Jul 1, 2003

Legend:

1 - piston 6 - inlet nozzle

2 - cover 7 - outlet nozzle

3 - flexon packing 8 - valve shield

4 - seat 9 - valve body

5 - air passage cut-out 10 - cover packing

SECTIONAL VIEW OF THE AIR BLEED VALVE

Fig. 1



75.31.00 Page 101

Jul 1, 2003


TROUBLESHOOTING


1. Poor function of the air bleed valve

Valve contamination, clogged nozzles

Check and clean the valve, clean nozzles in accordance with technological instructions 75.31.00 page 405

Replace the valve



75.31.00 Page 102 Jul 1, 2003



75.31.00 Page 201

Jul 1, 2003



The periodic check of function of the air bleed valve is required during the engine operation,

especially at seashore or during operation in polluted atmosphere. Should a defect occur in

the function of the air bleed valve, it is necessary either to wash or to replace the valve. The

washing or replacement as well as adjustment can only be performed by the personnel of the

manufacturer or by the user’s personnel trained at the engine manufacturer in accordance

with the procedure outlined in technological instructions.



75.31.00 Page 202 Jul 1, 2003



75.31.00 Page 401

Jul 1, 2003


On pages

401 to 403

Name of work

Replacement of the M601-19.4 air bleed valve


1.5


1. Removal

1.1 Remove binding wire between the banjo connection, inlet and outlet nozzle as well as from the nut on the compressor outlet.

1.2 Disconnect the manifold from the M601-874.9 air bleed valve near the banjo connection using spanner s=14 mm.

1.3 Disconnect the above manifold at the compressor casing using spanner s=17 mm.

1.4 Remove nuts M5 ČSN 02 1401.44 that hold the valve shield using spanner s=8 mm.

1.5 Remove valve shield No. M601-162.9.

1.6 Release the lock washers of the bolts that fasten the valve.

1.7 Loosen and remove 6 valve fastening bolts using spanner s=8 mm.

1.8 Remove the valve.

See page 101

Side nippers

Flat pliers

Screwdriver

Socket wrench s=8 mm M601-943.4

Double-ended spanner 14x17 mm

Acetone

Sealing compound „Hylomar“

Lacquer petroleum ČSN 65 6541

Locking washers 5.2 ONL 3288.1 - 6 pcs

Sealing washers 10x14 ČSN 02 0310.2 - 2 pcs

Binding wire dia 0.63 mm of stainless steel 17 246.4 - 1m




75.31.00 Page 402 Jul 1, 2003


On pages

401 to 403

Name of work



1.5


2. Installation

2.1 Clean the valve seating surfaces on the engine by acetone.

2.2 Check and if necessary clean the seating surface of the new

valve and de-preserve the valve.

2.3 Check the valve for smooth operation and check its log.

2.4 Prior to installing the new valve in the engine, fit it with

nozzles M601-1619.9 (outlet) and M601-183.9 (inlet) from

the removed valve.

2.5 Coat seating surfaces with sealing compound „Hylomar“.

2.6 Install the valve in the engine into the initial position (the

outlet nozzle must be situated towards the compressor

protective screen), slide 6 lock washers dia 5.2 ONL 3288.1

on the bolts and tighten 6 fastening bolts using spanner s=8

mm.

2.7 Secure fastening bolts by the locking washers.

2.8 Slide 3 washers dia 5 LN 5166 on the bolts, put the valve

shield on, and slide 3 lock washers dia 5 LN 5383 on.

Tighten by three nuts M5 ČSN 02 1401.44 and lock them by

locking washers.

2.9 Connect the manifold. Slide new sealing washers 10x14

ČSN 02 9310.2 (2 pcs) under the banjo connection on both

ends of the manifold.



75.31.00 Page 403

Jul 1, 2003


On pages

401 to 403

Name of work



1.5


2.10 Secure the manifold at the banjo connection with both inlet

and outlet nozzles and the nut at the compressor outlet

with binding wire dia 0.63 mm of stainless steel.

2.11 Perform the engine test.

The valve must be closed at speed nGR as shown in the

Engine Log Book.

If it is closed at a different speed, the M601-1619.9 nozzle

must be replaced by another one of suitable diameter

2.12 Enter the replacement in the Engine Log Book.



75.31.00 Page 404 Jul 1, 2003


On pages

404 to 406

Name of work

The M601-19.4 air bleed valve - washing


1.00


1. Remove the valve from the engine according to

technological instructions No. 75.31.00, para 1 (pages 401

to 402).

2. Disassembling of the valve

2.1 Remove seat (item 4).

2.2 Remove piston (item 1).

2.3 Remove cover (item 2) and cover packing (item 10).

2.4 Using spanner s=10 mm, dismantle outlet nozzle (item 7).

Socket wrench

s=8 mm M601-943.4

Double-ended spanner

14x17 mm


9x10 mm

Brush size No. 8 to 10

Acetone

Lacquer petroleum

ČSN 65 6541

Sealing compound „Hylomar“

M601-1610.4 sealing

Sealing washers

10x14 ČSN 02 0310.3 - 2 pcs

6x10 ČSN 02 0310.3 - 1 pc



- 1m




75.31.00 Page 405

Jul 1, 2003


On pages

404 to 406

Name of work



1.00


3. Valve washing

3.1 Wash carefully all dismantled parts and the valve body (item 9), especially the surface of the guide bolt shank. Blow the inner guide of the piston with pressure air stream.

3.2 Use brush size No. 8 to 10 and petrol.

3.3 After washing, let the parts to dry thoroughly.

3.4 Blow both nozzles (items 6 and 7) for 5 sec with pressure air stream three times in succession and check visually the passage.

4. Assembling the valve itself

4.1 Using spanner s=14 mm, install carefully the inlet nozzle (item 6).

4.2 Using spanner s=10 mm, install and tighten the outlet nozzle (item 7) include its washer.

4.3 Using acetone clean the contact surface of the cover (item 2), the valve body (item 9) and valve seat (item 4) from impurities.

4.4 Insert a new packing (item 10) under the cover (item 2) and coat the packing with a thin layer of Hylomar on both its sides.

4.5 Install the piston (item 1) into the valve body (item 9) - from the side of the cover only!

4.6 Install the seat (item 4) in the valve body (item 9).

4.7 Install the valve cover (item 2) include the packing (item 10in its initial position in the valve body (item 9) with inserted piston (item 1).



75.31.00 Page 406 Jul 1, 2003


On pages

404 to 406

Name of work



1.00


5. Perform a test of smooth travel of the piston and of the

piston packing tightness at assembled valve (connected

with fastening bolts).

6. Installation the valve in the engine.

6.1 Using acetone, clean the valve seating surface.

6.2 Check and, if required, clean the seating surface for the

valve on the compressor casing.

6.3 Install the valve in the engine according to technological

instructions No. 75.31.00, para 2 except items 2.2 and 2.4

(pages 402 to 403).

6.4 The valve washing record into the Engine Log Book.



75.31.00 Page 407

Jul 1, 2003


On pages

407 to 408

Name of work

Check of compressor bleed valve function when engine is at rest



The function of the compressor bleed valve can be checked

when the engine is at rest according to the smooth travel of the

piston inside the valve body.

1. Procedure

1.1 Insert a steel wire dia 1.5 to 2 mm with rounded off end,

without any edge, of suitable length into the outlet nozzle

(item 7) in the valve cover (item 2). Displace the piston into

the upper position (outlet ports of the valve are closed)

when pushing mildly on the wire. Another possibility how to

displace the piston into the upper position is to use the

pressurized air. The rubber hose of inner diameter 4 to

6 mm of suitable length is forced against the outlet nozzle.

When air of pressure app. 10 kPa (1.45 psi) is supplied to

the hose the piston is displaced into the upper position.

Rubber hose of inner

diameter 4 to 6 mm

of length app. 1 m

Steel wire dia 1.5 to 2 mm

of length app. 200 mm




75.31.00 Page 408 Jul 1, 2003


On pages

407 to 408

Name of work

Check of compressor bleed valve function when engine is at rest



1.2 Push the piston with your fingertips or with some

non-metallic aid (of suitable shape, without sharp edges)

through the ports (item 5) in the valve body (item 9) to the

lower position (air bleed open). The piston must move

smoothly without greater resistance.

2. If the piston does not move in the valve body smoothly

without greater resistance, it is necessary to wash the

compressor bleed valve in accordance with procedure

presented in section 75.31.00, pages 404 to 406 or to

replace the compressor bleed valve in accordance with

procedure presented in the same section on pages 401 to

403.



75.32.00 Page 1

Jul 1, 2003

A I R B L E E D F O R A U T O M A T I C C O N T R O L


Two air bleed flanges are provided on the outer surface of the cylindrical part of the

centrifugal compressor casing. One supplies air via a special manifold to the control

compartment of the compressor air bleed valve. Only small quantity of this air is required. It

enters the above compartment through the inlet nozzle and leaves it through the outlet

nozzle as mentioned in subsection 75.31.00.

The second air bleed is furnished also with a special manifold and the bled air is used as a

pressure medium for the purposes of the fuel control system of the engine. Air is directed to

the fuel control unit through a stainless steel pipe whose both connectors are vacuum -

brazed. The use of this air is described in section 76.



75.32.00 Page 2 Jul 1, 2003



75.50.00 Page 1

Jul 1, 2003

A I R B L E E D F O R A I R C R A F T N E E D S


Air for aircraft needs is bled from the bend in the duct at the diffuser vanes outlet in the

centrifugal compressor casing. In the air duct outer wall, there are small holes through

which air is directed to a special annular compartment on the circumference of the

centrifugal compressor casing. From there, air flows through an orifice into the airframe

installation. The engines assigned for installation into the commuters are delivered with

a part of this airframe manifold. It is terminated by a flange that suits to the pad on the

centrifugal compressor casing. Having inserted the pertinent packing the flange is fastened

by means of four bolts. Any leakage here causes air losses for the aircraft needs, increases

the interturbine temperature and the available engine power is decreased as well.



75.50.00 Page 2 Jul 1, 2003



76

ENGINE CONTROLS




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE



76 „REVIEW OF EFFECTIVE PAGES“ Page1

Jul 1, 2003


Section -

subsection point

Page

Date

76 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 76 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 76 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 76.00.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 76.10.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 505 Jul 1, 2003 506 Jul 1, 2003 507 Jul 1, 2003 508 Jul 1, 2003 509 Jul 1, 2003 510 Jul 1, 2003 511 Jul 1, 2003 512 Jul 1, 2003 513 Jul 1, 2003 514 Blank Jul 1, 2003


point

Page

Date

76.10.00 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Blank Jul 1, 2003 76.30.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 7 Jul 1, 2003 8 Jul 1, 2003 9 Jul 1, 2003 10 Jul 1, 2003 11 Jul 1, 2003 12 Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Jul 1, 2003 607 Jul 1, 2003 608 Jul 1, 2003 609 Jul 1, 2003 610 Jul 1, 2003 76.40.00 501 Jul 1, 2003 502 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

76.00.00 ENGINE CONTROLS - General


76.10.00 POWER CONTROL - Description and operation - Troubleshooting

- Checking and adjustment of basic position of the engine control lever on the LUN 6590.05-8 FCU

- Checking and adjustment of the „V3“ clearance - Checking and adjustment of the airframe pull rod length - Checking and adjustment of the travel of the „BC“ lever of propeller speed

governor - Checking and adjustment of the switching-on /off point of the automatic

feathering switch on the engine control lever - Checking and adjustment of the coincidence of the double-lever mark with the

mark on the double-lever bracket - Adjustment of the fuel shut-off valve actuating lever - Checking and adjustment of the reverse thrust power - Checking smooth motion and lubrication of ball joints of the engine controls - Lubrication of the automatic feathering switch lever - Lubrication of the pin of the automatic feathering switch lever

76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL PARAMETERS - Purpose, brief technical description and functioning of the system - Operating values of parameters subjected to limitation (calculated) - Troubleshooting

- Inspection of the LUN 1476-8 pressure switch of the torque limiter - Inspection of the LUN 3280-8 pressure switch of automatic feathering system - Detection of faults - functioning failures - of the system of integrated limiters - Verifying the LUN 5260.04 IELU fault

76.40.00 Checking the function of the system of automatic feathering and rolling



76.00.00 Page 1

Jul 1, 2003

E N G I N E C O N T R O L S

GENERAL


Engine control system serves for setting and maintaining the selected engine power ratings

and, together with other components, for engine and aircraft protection. Setting of engine

power ratings includes power control and propeller control. The system serving for the

engine and aircraft protection includes the system of automatic feathering and the system of

limiters of critical parameters.

The system of automatic feathering ensures automatic feathering of the propeller in case of

engine failure at higher power ratings. Together with the system for propeller control, it is

described in detail in the maintenance manual for the propeller unit.

NOTE: Autofeathering system concerns twin engines airplane.

The power control includes all mechanical components and gears taking part in actuation of

engine and propeller.

The system of limiters of critical parameters includes devices that protect the engine against

undesirable exceeding of any of monitored parameters by means of reducing fuel delivery to

the combustion chamber.



76.00.00 Page 2 Jul 1, 2003



76.10.00 Page 1

Jul 1, 2003

P O W E R C O N T R O L


The engine control lever (in subsequent text ECL), together with other mechanical elements,

serves for smooth power control in two basic ranges:

- Range of positive propeller thrust;

- Range of reduced positive and negative propeller thrust.

The engine control lever - see Fig. 1 - is mounted on an independent bracket that is fastened

by means of two bolts on the face of the accessory gearbox close to the fuel control unit. It is

fastened by means of a clamping bolt and a key on the transfer lever shaft that revolves in

bronze bushes pressed in the bracket hub. ECL includes also a roller fastened by means of a

bolt to the second arm of ECL that reaches into the slot on the reverse lever.

Fig. 1 presents a general schematic diagram of engine control lever assembly while details of

both the front and rear parts are shown in Fig. 2 and Fig. 3.

The automatic feathering switch is also mounted on the supporting bracket.

The automatic feathering switch serves for transmitting, at a certain position of ECL, of an

electric signal for the automatic feathering system. The switch is housed in a box fitted with a

plug socket connection and is actuated by a lever with an adjusting screw, by means of a

cam whose pin is inserted into the centering hole of the transfer lever shaft and screw-locked

in a position required. Within forward thrust range displacement of the ECL is transferred

only on the main control lever of the FCU via pull rod that is terminated by ball joints, within

the reverse range it is transferred in addition to it via roller, oblique slot on the reverse lever,

rope conduit, double lever and pull rod on the „BC“ lever of the propeller speed governor.

Propeller blade pitch is manually set by this lever.



76.10.00 Page 2 Jul 1, 2003

The rope conduit serves for transmission of movement between distant kinematic assemblies

and, due to its flexibility, ensures proper function regardless of thermal dilatation of the

engine - see Fig. 1. The rope, consisting of wire wound at a certain lead on a load-carrying

core, is slide fitted to a steel pipe fastened on both ends to the engine.

The necessary swing of the telescopic ends of the rope conduit to match the angle of turning

of connected levers is ensured by means of a joints of the outer telescopic jacket at both

ends of the pipe. The compression spring inserted on the telescopic end of the rope conduit

cable close to the double-lever helps in maintaining the basic position on the stop of the

propeller governor manual actuating lever.

The double-lever is pivoted on a pin of the bracket that is fastened by means of three bolts

on the reduction gearbox flange. It serves for transmitting the motion from the rope conduit to

the rod of the „BC“ lever of the propeller governor. The double-lever shape and position are

determined by kinematic demands. The double-lever arm that bears the rod pin is fitted with

a slot and splines that change the ratio between the ECL on the FCU and „BC“ lever of the

propeller governor. It is necessary to adjust such a ratio that for the ECL on the FCU at max.

reverse stop the „BC“ lever of the propeller governor should be in position corresponding to

max. reverse propeller blade angle.

The basic position, corresponding to the ground idle run, is a datum position for the power

rating selection in both ranges. This is determined by the coincidence of the line on the main

lever of the FCU and the line marked „0“ on the angular scale of the FCU and the

coincidence of checking holes in the transmitting lever and the ECL bracket. The basic

position of the reverse lever is determined by the required clearance between the ECL roller

and the lower edge of the oblique slot in the reverse thrust lever. Basic position of the

double-lever is determined by the coincidence between the line on the double-lever hub and

the line on the bracket body. Basic position of the actuating lever of the manual propeller

governor control is determined by the coincidence of the line on the lever with the line on the

scale - Fig. 4.



76.10.00 Page 3

Jul 1, 2003

Range of positive propeller thrust

This range includes continuous power control at all flight and ground ratings, ranging from

ground idle run to take-off rating (or maximum contingency rating). Under these conditions

the angle of propeller blades does not decrease below the so called „the minimum flight

angle of propeller blades“. Power for the ratings in this range is set through shifting ECL to

the right from its basic position in the direction of flight. Its extreme position at the elastic stop

corresponds to take-off power. When overcoming the resistance of the elastic stop by

increased force, maximum contingency rating can be set. See subsection 73.20.00 for

description of the elastic stop.

Range of reduced positive and negative propeller thrust

This range includes all the ground ratings that are characterised by the angle of propeller

blades smaller than „the minimum flight angle of propeller blades“. The range can be divided

into two essentially different areas.

Area 1

This area is characterized by gas generator idling and by manual selection of the propeller

blades angle ranging from minimum flight angle to slightly negative values (0 to -3o).

Selection of ratings within this area is performed by shifting ECL from its basic position to the

left (in direction opposite to flight direction) up to 15°. The boundary of this area is

characterized by increasing of generator speed and increased force for actuation. This area

is called „BETA“ control.

Area 2

Further shift in the given direction leads to increasing generator speed with simultaneous

increase in the negative angle of the propeller blades. The extreme position determined by

the stop on the FCU corresponds to maximum reverse thrust power. This position

corresponds also to the maximum reverse angle of the propeller blades determined by

coincidence of the line on the „BC“ lever of the propeller governor with a line of the max.

reverse angle on the scale. This area is referred as the „reverse“.



76.10.00 Page 4 Jul 1, 2003

Legend:

I - Engine controls rear module 1 - Rope conduit

II - Engine controls front module 2 - Fuel control unit

3 - Propeller speed governor

SCHEMATIC DIAGRAM OF THE ENGINE CONTROLS

Fig. 1



76.10.00 Page 5

Jul 1, 2003

Legend:

1 - engine control lever 10 - bracket

2 - reverse thrust lever 11 - spring supported stop

3 - reverse thrust lever tie-rod 12 - hole for auxiliary pin

4 - transfer lever 13 - roller

5 - FCU tie-rod 14 - cam securing screw

6 - FCU actuating lever 15 - jam nut

7 - cam 16 - adjusting screw

8 - power rating switch for the automatic feathering system

17 - retainer ring

9 - power rating switch actuating lever 18 - max. reverse thrust stop

ENGINE CONTROLS. REAR MODULE

Fig. 2

V3

„0“

C

V1

0.05 to 0.1



76.10.00 Page 6 Jul 1, 2003

Legend:

1 - double-lever 8 - min. flight pitch stop screw

2 - „Bc“ lever on the propeller speed governor

9 - lever

3 - slider 10 - mark on the double-lever bracket

4 - tie-rod 11 - propeller speed governor actuating lever

5 - double-lever supporting bracket 12 - mark to the min. flight pitch

6 - compression spring 13 - mark to the max. reverse pitch

7 - double-lever extension spring

ENGINE CONTROLS. FRONT MODULE

Fig. 3



76.10.00 Page 101

Jul 1, 2003

P O W E R C O N T R O L

TROUBLESHOOTING


1. Increased force when checking smooth motion of ball joints

Soiled ball joint of the pull rod

Dismantle the pull rod including the joint, wash it with clean petrol, grease it in accordance with Technological Instructions 76.10.00, pages 601 to 604

2. Datum position shifted („0“ on the FCU scale does not coincide with the mark on the ECL of the FCU)

Adjustment has not been performed after the FCU replacement

Adjust according to Technological Instructions 76.10.00, page 501

3. Clearance „V3“ between the roller and lower edge of the slot on the reverse lever is out of tolerance

Adjustment has not been performed after the replacement of the propeller speed governor

Adjust the length of the pull rod between the double-lever and the lever of manual actuation of the propeller speed governor according to Technological Instructions 76.10.00, pages 502 to 503

4. The automatic feathering switch does not transmit electric signal in closed position

Damaged automatic feathering switch

Replace the switch

5. With the engine control lever in position at the idling stop, the mark on the lever on the LUN 6590.05-8 FCU is shifted beyond the range of ± 3°.

Airframe pull rod length faulty adjustment

Adjust the pull-rod length in accordance with Technological Instructions 76.10.00, page 504.

6. With the engine control lever in position at the idling stop, the mark on the lever on the LUN 6590.05-8 FCU is shifted beyond the range of ± 3°.

The pointer on the FCU lever is bent.

Having disconnected the FCU pull-rod (item 5, Fig. 2, 76.10.00, page 5) check mutual position of the mark on the pointer of the FCU lever and the scale acc. to Technological Instructions 73.21.00, Page 303, Para b.



76.10.00 Page 102 Jul 1, 2003



76.10.00 Page 501

Jul 1, 2003


On pages

501

Name of work

Checking and adjustment of basic position of the engine control lever on the LUN 6590.05-8 FCU


0.25


1. Having airframe pull rod disconnected from the engine control

lever (1) lock this lever by means of the technological pin in

position when the technological pin inserted in hole (12) can

be also inserted into the hole in bracket (10).

2. Check alignment of the mark on the engine control lever on

the FCU with the mark „0“ on the scale.

3. Should the marks are not aligned, unlock and loosen the

locking nuts of the main pull rod (5) using spanner s=8 mm.

By turning the pull rod, adjust its length so that the mark on

the FCU lever will coincide with the mark „0“ on the FCU

scale.

NOTE: One end of the pull rod is fitted with R.H. thread, the

other end is fitted with L.H. thread.

4. Tighten and secure locking nuts of the main pull rod and

remove the technological pin.

See

page 101


Flat pliers

Two spanners s=8 mm

AM-63A-01 Technological pin



- 0.4 m




76.10.00 Page 502 Jul 1, 2003


On pages

502 to 503

Name of work

Checking and adjustment of the „V3“ clearance



1. With the airframe pull rod disconnected from engine control

lever (1) arrest ECL by the technological pin in position, when

technological pin inserted in the hole (12) can be also

inserted in hole in the bracket (10). Check whether pin (9) of

the lever bears on screw (8) of the min. flight angle stop.

Check „V3“ clearance; it should be min. 0.2 mm. Upper limit of

the „V3“ clearance is given as follows: after releasing of the

ECL (1) by removing of the technological pin and shifting the

lever towards reverse position the pin (9) of the lever stop to

bear on screw (8) at angle of the lever on the FCU in the

range α1 = -5 to -7° (refer to Fig. 2.)

2. Should the clearance exceed the allowed limit remove the

split pin, loosen the nut using spanner s=8 mm and remove

the eye of the pull rod (3) from the reverse lever (2). Using

spanner s=10 mm, loosen the locking nut on the eye shank

and adjust the length „C“ to attain the required clearance.


Flat pliers

Spanner s=8 mm

Two spanners s=10 mm


Split pin LN 5209

Locking washer

5.2 ONL 3288.2




76.10.00 Page 503

Jul 1, 2003


On pages

502 to 503

Name of work

Checking and adjustment of the „V3“ clearance



3. Fit the eye on the reverse lever again, tighten the nut. Tighten

the locking nut and repeat check acc. to Para 1. Remove the

technological pin.

4. Remove block carrier on the propeller speed governor acc. to

Technological Instructions.

5. Check travel adjustment of the „BC“ lever of the propeller

governor acc. to Technological Instructions (76.10.00, Page

505)

6. Should be necessary to change length of the double lever

arm following check acc. to Para 5, check „V3“ clearance acc.

to Para 1. to 3.

7. Secure the nut of the eye shank of the pull rod (3) with split

pin and the locking nut with locking washer.



76.10.00 Page 504 Jul 1, 2003


On pages

504

Name of work

Checking and adjustment of the airframe pull rod length


0.33


1. Having airframe pull rod disconnected from engine control

lever (1) lock this by means of the technological pin in

position when the technological pin inserted in hole (12) can

be also inserted into the hole in bracket (10).

2. Adjust the length of the airframe pull rod so that the airframe

pull rod sleeve can be inserted easily on the pin of the engine

control lever.

3. Remove the pin and shift the engine control lever in the

cockpit several times up to the stop of the maximum reverse

and back into its datum position and check whether the line

on the lever (6) on the FCU coincides with the line „0“ on the

FCU angular scale. Deviation from line „0“ is permitted within

± 1° at adjustment. Permitted deviation at operation check is

within ± 3°.

CAUTION: THE PROPELLER SHOULD BE IN REVERSE

POSITION OR IT IS NECESSARY TO REMOVE

BLOCK CARRIER ON THE PROPELLER SPEED

GOVERNOR.

See

page 101


Use airframe tool kit for

adjusting the rod length




76.10.00 Page 505

Jul 1, 2003


On pages

505

Name of work

Checking and adjustment of the travel of the „BC“ lever of propeller speed governor


0.33


1. Set propeller in reverse position or remove block carrier on the propeller speed governor.

2. Shift the engine control lever in the cockpit in position for reverse so that the FCU lever is at angle of 21°. Check whether the line on the „BC“ lever of the propeller governor coincides with the line on the scale.

3. Should the lines not coincide, unlock and loosen the nut of the slider of the front pin of the pull rod (3) - see Fig. 3 - on the double-lever. Through shifting the slider, adjust the length of the double-lever arm to get the coincidence of lines.

4. Shift the engine control lever in the cockpit up to the stop of maximum reverse and check whether the line on „BC“ lever of the propeller speed governor coincides with the thick mark on the FCU body.

5. Tighten the slider nut and secure it.

6. Check „V3“ clearance acc. to Technological Instructions (76.10.00, Pages 502 to 503).

See page 101

Spanner s=10 mm (2 pcs)

Spanner s=8 mm

Flat pliers ČSN

Screwdriver

Locking washer 5.2 ONL 3288.2




76.10.00 Page 506 Jul 1, 2003


On pages

506 to 507

Name of work

Checking and adjustment of the switching-on/off points of the automatic feathering switch on the engine control lever



This check is performed only after all necessary adjustments of the fuel system have been completed.

Shown procedure is applicable for check of the L410 airplane system.

1. Start both engines

After engines warming, increase smoothly the speed till the signalling lamp „Ready“ lights up.

Then, decrease slowly gas generator speed of the tested engine by the ECL and read the speed at that the signalling lamp is switched off.

The required value should represent:

- nG minimum 87 % for atmospheric temperature from -20 °C to +40 °C - summer operation

- nG minimum 83 % for atmospheric temperature from +20 °C to -50 °C - winter operation

NOTE: To attain these values, it is possible to use the permitted tolerances for adjusting the switch-on point of the switch.

See page 101

Flat pliers

Spanner s=8 mm

Screwdriver

Locking washer 5.2 ONL 3288.2




76.10.00 Page 507

Jul 1, 2003


On pages

506 to 507

Name of work

Checking and adjustment of the switching-on/off points of the automatic feathering switch on the engine control lever



From the beginning of the above rating, increase the speed

by 1 % at intervals of 6 to 8 seconds (to exclude the action of

the delay element of the automatic feathering system) and

read the speed at that the signalling lamp „Ready“ lights up.

The required value should be:

- nG = 92 ± 1 % for atmospheric temperature within limits -20 °C

to +40 °C - summer operation

- nG = 88 ± 1 % for atmospheric temperature within limits +20 °C

to -50 °C - winter operation

2. Should the above value not be attained, cut-off the engine

and read on the LUN 6590.05-8 FCU the angle at that closing

of the switch contact can be heard.

3. Using spanner s=8 mm, loosen the locking nut and turn the

switch cam in the required direction. One degree at the

LUN 6590.05-8 FCU corresponds to approximately 1 % of the

gas generator speed.



76.10.00 Page 508 Jul 1, 2003


On pages

508

Name of work

Checking and adjustment of the coincidence of the double-lever mark with the mark

on the double-lever bracket



1. After the replacement of LUN 7816-8 propeller speed

governor connect the front pull rod to „BC“ lever of the

propeller speed governor.

2. Check whether, with the „BC“ lever of the propeller governor

in its datum position, i.e. the lever (9) bears on the min. flight

pitch stop screw (8) the mark on the double-lever hub (1)

coincides with the mark (10) on the double-lever bracket (5).

Ref. to Fig. 3.

3. Should the marks not coincide, unlock and loosen the locking

nuts by spanner s=8 mm of the front pull rod. By turning the

pull rod, adjust its length to get the coincidence of marks.

Tighten the locking nuts and secure them by means of

locking washers.

CAUTION: ONE END OF THE PULL ROD IS FITTED WITH

R.H. THREAD, THE OTHER END IS FITTED

WITH L.H. THREAD.

See

page 101

Flat pliers

Spanner s=8 mm (2 pcs)


Locking washer

5.2 ONL 3288.2




76.10.00 Page 509

Jul 1, 2003


On pages

509 to 510

Name of work

Adjustment of the fuel shut off valve actuating lever Manpower required (Manhours)

0.33


General: The fuel shut-off valve of the FCU has two functions.

Total actuating lever travel is from 0° to 85° (from one

stop to the other).

At the beginning from 0° to 40° it serves as a fuel

shut-off valve. In the range from 40° to 85°, with EC

(emergency circuit) on, it takes over the function of the

engine control lever.

See

page 101

Airframe tool kit





76.10.00 Page 510 Jul 1, 2003


On pages

509 to 510

Name of work

Adjustment of the fuel shut off valve actuating lever Manpower required (Manhours)

0.33


1. While the airframe pull rod is connected, check whether the

link adjustment in the cockpit enables to attain extreme

positions of the fuel shut-off valve-actuating lever on the FCU.

2. Having airframe controls disconnected insert the

technological pin into the hole in shut-off valve actuating lever

on the FCU.

3. While pressing slightly the technological pin by a finger, turn

the lever on the FCU. The exact position, i.e. 40°, for the

adjustment of the emergency circuit elastic stop is where the

pin snaps in the second hole of the FCU segment.

4. While the FCU lever is fixed in this position, adjust the stop

on the actuating lever of the shut-off valve in the cockpit.

5. Remove the technological pin from the hole, connect airframe

controls and adjust the shut-off valve actuating lever into the

position determined for engine starting with the emergency

circuit on.

The above position is shown (in degrees) in the Engine Log

Book.

6. Mark this position on the segment of the actuating lever in the

cockpit.



76.10.00 Page 511

Jul 1, 2003


On pages

511 to 513

Name of work

Checking and adjustment of the reverse thrust power Manpower required (Manhours)

1.00


1. Checking the engine reverse thrust power.

1.1 Read barometric pressure and ambient air temperature at

the time of testing.

1.2 Switch on the limiters, start the engine and let it warm up.

1.3 Shift the engine control lever up the maximum reverse stop

and read the values indicated by the torquemeter and

propeller speed indicator.

1.4 Shift the lever to idling and, using the indicated values, read

for given atmospheric conditions the engine reverse thrust

power in the Diagram 502, section 72.03.00, page 513/514.

See

page 101

Spanner s=8 mm


Flat pliers

Screwdriver

Locking washer

5.2 ONL 3288.2



- 0.2 m




76.10.00 Page 512 Jul 1, 2003


On pages

511 to 513

Name of work


1.00


2. Adjustment of the engine reverse power.

2.1 Adjustment of the reverse thrust power is performed by

means of adjustable stop (8) of the maximum reverse power

on the FCU.

Loosening the adjustable stop by one turn results in power

increase by approximately 32 kW. Tightening the adjustable

stop by one turn results in power decrease by approximately

32 kW.

2.2 Unlock and remove the technological stop (7) from the

adjustable stop (8) and the jam nut (4) (if installed on the

stop).

2.3 Unlock and using spanner s=8 mm loosen the locking nut of

the adjustable stop (8) of the max. reverse rating.

2.4 Using the screwdriver, turn the adjustable stop to the

assumed position and tighten locking nut.

2.5 Following any change in the position of the adjustable stop

check and adjust, if required, travel of the „BC“ lever of the

propeller speed governor (ref. 76.10.00, page 505).



76.10.00 Page 513

Jul 1, 2003


On pages

511 to 513

Name of work


1.00


2.6 Perform the check according to para 1. of this working

procedure.

2.7 If the result has been found satisfactory, check tightening of

the adjustable stop locking nut. Secure and seal the nut.

2.8 Install the jam nut (4) on the adjustable stop (when the nut

had been installed before adjustment), install technological

stop (7). Secure and seal both parts.

2.9 Enter the adjustment in the Engine Log Book.



76.10.00 Page 514 Jul 1, 2003



76.10.00 Page 601

Jul 1, 2003


On pages

601 to 603

Name of work

Checking smooth motion and lubrication of ball joints of the engine controls


0.50


1. Hold the pull rod - item (4) - see Fig. 601; turn by the joints

reversibly and check them for smooth motion - items (1) and

(2).

2. Hold the eye of the joint - item (3) - and turn it reversibly

several times to check its smooth motion. Check in the same

manner the joint item (7).

3. Turn by the pull rod of the propeller speed governor - item (9)

- reversibly several times to check the joints - items (8) and

(10).

4. Apply approved grease on friction surfaces of actuating levers

- item (5). Wipe excess grease with clean cloth.

5. Apply approved grease to all ball joints - items (1), (2), (3),

(7), (8) and (10) according to Fig. 602. Wipe excess grease

with clean cloth.

See

page 101

Clean cloth

Grease Aeroshell Grease 6




76.10.00 Page 602 Jul 1, 2003


On pages

601 to 603

Name of work



0.50


Fig. 601



76.10.00 Page 603

Jul 1, 2003


On pages

601 to 603

Name of work



0.50


Fig. 602



76.10.00 Page 604 Jul 1, 2003


On pages

604

Name of work

Lubrication of the automatic feathering switch lever Manpower required (Manhours)


1. Drop 2 to 3 drops of engine oil on both sides of the lever

bushes (9) - ref. Fig. 2, section 76.10.00, page 6.

2. To ensure oil penetration to the lever pin, perform 20 times

manual switch closing by pressing slightly the lever

adjustment screw (16) while the control lever is in idling

position.

3. Check the lever for smooth motion.

4. Should the lever draws tight on the pin, lubricate the pin in

accordance with technological instructions 76.10. 00, page

605.

Engine oil




76.10.00 Page 605

Jul 1, 2003


On pages

605

Name of work

Lubrication of the pin of the automatic feathering switch lever


0.5


1. Prior to removing the lever (9), refer to Fig. 2, measure the clearance between the cam and the automatic feathering lever using feeler gauge. Check contact surfaces for possible wear.

2. Using spanner s=7 mm, loosen the nut (15) and, using spanner s=7 mm, unscrew the adjusting screw (16). Using a screwdriver, remove both the locking washer (17) and the lever (9).

3. Clean the seating of lever (9) by petrol and grease it with grease.

4. Having completed cleaning and lubrication, install the lever of the switch in reverse procedure.

5. Adjust the clearance between the cam and the switch to the value set before dismantling. Should the clearance be not within 0.05 to 0.1 mm, set the clearance by the adjusting screw (16) and check the system function according to the specifications of the aircraft manufacturer.

6. Having completed the adjustment, secure the nut (15) by means of the C 2001-5140 varnish.

See page 101

Basin 0.5 to 1.0 litre Spanner s=7 mm

Screwdriver

Set of feeler gauges 0.05 to 1.00x100 mm ČSN 25 1670

Petrol 0.2 l

AeroShell Grease 6

Cloth

Varnish C 2001 - 5140




76.10.00 Page 606 Jul 1, 2003



76.30.00 Page 1

Jul 1, 2003

S Y S T E M O F I N T E G R A T E D E L E C T R O N I C L I M I T E R S O F C R I T I C A L P A R A M E T E R S

PURPOSE, BRIEF TECHNICAL DESCRIPTION AND FUNCTIONING OF THE SYSTEM

Purpose

The system of limiters is a device that serves to protect the engine from overloading. It serves to limit the supply of fuel for the engine by the fuel control system in two levels whenever one of the four limited engine parameters exceeds the permitted magnitude (gas generator speed, propeller speed, inter-turbine temperature ITT, propeller torque and dITT/dt gradient during starting). The engine is able to operate without this device, except for the hydraulic part of the electrohydraulic transducer that is an integral part of the fuel control system.

Brief technical description of the system of limiters

The system of limiters is connected to the following devices:

a) LUN 1333.12-8 Generator speed transmitter

b) LUN 1333.12-8 Propeller speed transmitter

c) LUN 1377-8 Interturbine temperature transmitter

d) LUN 1476-8 Pressure switch of torque limiter

e) Radioaltimeter

f) Aircraft undercarriage switch

g) LUN 5223 Generator speed derivative element

h) LUN 5260.04 integrated electronic limiter unit (IELU)

i) Actuating element of the system of limiters that is a part of the LUN 6590.05-8 FCU

j) LUN 3280-8 Pressure switch for propeller automatic feathering

k) LUN 7816-8 Propeller speed governor

l) P-5(7) Temperature transmitter

m) Wiring and actuating elements

The block diagram of the system of limiters is presented in 76.30.00, page 12.



76.30.00 Page 2 Jul 1, 2003

a), b) LUN 1333.12-8 Speed transmitter

See section 77.13.00 for its description and function.

c) LUN 1377-8 Interturbine temperature transmitter


d) LUN 1476-8 Pressure switch of torque limiter


e) Radioaltimeter

Only that signal is used from the radioaltimeter that is obtained as an electric sum of a signal proportional to the altitude above ground and a signal of the radioaltimeter signalling lamp. The signal is derived so that the signal for the radioaltimeter indicator will be not affected and the permitted loading of the radioaltimeter as shown in its technical specifications will be not exceeded.

f) Aircraft undercarriage switch

This is an end switch that provides for grounding the pin (17) on LUN 5260.04 if the undercarriage is retracted. It is mounted on the aircraft. Its wiring is shown in the diagram in the airframe documentation (B 071175).

g) The LUN 5223 generator speed derivative element

The LUN 5223 derivative element is an electronic fully transistorised device. It serves for stabilization of engine running (for reduction of generator speed fluctuation) in the case of engine power limitation by torque limiter or in the case of torque maintaining at 65 to 75 % with the first limiting level on.

The derivative element consists of the converter of frequency derived from the generator speed to voltage that is applied to the derivative circuit input. The derivative circuit processes the voltage change so that, starting with a certain rate of voltage drop, voltage on the derivative block output will drop from 10 V to 0 V (supply voltage for LUN 1476-8).

The derivative block includes also a time circuit consisting of a mono-stable circuit that cancels the function of the derivative circuit if more than 6 ± 1 seconds passed following the occurrence of control current in the system of limiters (system intervention or failure state).

The derivative block includes a light-emitting diode that serves for checking proper functioning at periodic inspections.

The derivative block is mounted in the airframe close to LUN 5260.04.



76.30.00 Page 3

Jul 1, 2003

h) LUN 5260.04 Integrated electronic limiter unit

LUN 5260.04 is an electronic fully transistorised device. It processes signals from

individual transmitters of parameters subjected to limitation (gas generator speed,

propeller speed, inter-turbine temperature ITT, torque). At starting and at activating the

push-button „CHECK“, ITT temperature limit is reduced and the new limiting parameter

dITT/dt is introduced. When any of the preset values of these parameters is exceeded,

the unit transmits an electric signal to the actuator of the system of limiters on the

LUN 6590.05-8 FCU that provides for the reduction of the supply of fuel to the engine

and, thus, for the reduction of the parameter subjected to limitation. The limited value of

generator speed depends on the ambient temperature; at temperatures below zero,

generator speed is limited according to the formula: nGred = (corrected speed) = const.

Depending on the radioaltimeter signal, on the position of the undercarriage switch, on

the position of the switch on LUN 7816-8, on the state of switch LUN 3280-8 and push-

button „CHECK“, engine rating can be limited by the IELU as follows:

1. at the first limiting level, to a rating corresponding to the torque of 65 to 75 %,

2. at the second limiting level, to a rating corresponding to the supply of fuel for

generator speed of approximately 60 %.

The device has no actuating elements. It enables successive checking of regulation

channels of the generator speed limiter, propeller speed limiter and torque limiter by

means of a switch and push-button „TEST“ located on the front panel of the IELU. The

channel of the ITT limiter can be checked by depressing push-button „CHECK“. The

checking of individual channels is performed without removing the device from the

aircraft, with the engine running. The device provides for optical signalling of:

a) switching-on the device,

b) switching-on the first limiting level,

c) intervention of any limiter.

i) Actuating element of the system of limiters that is a part of the LUN 6590.05-8 FCU

See section 73.21.00 for its description and operation.



76.30.00 Page 4 Jul 1, 2003

j) LUN 3280-8 Pressure switch for propeller automatic feathering

See section 77.52.00 for its description and operation.

k) LUN 7816-8 propeller speed governor

Signal is derived from B 613-3A mechanical microswitch that is mounted under the governor shield. The switch, depending on the position of the propeller feedback ring closes, at the moment when the propeller blade angle starts to be set to value below the minimum flight angle to small positive angles. The closing of the switch activates the system of limiters and engages the second limiting level. This is optically signalled on the panel in the cockpit by lamp „BETA“. The propeller speed governor is mounted on the engine.

l) P-5(7) temperature transmitter

This is a resistance transmitter that consists of a resistive body, transmitter body, front and rear casing and a plug connector. Resistance winding is wound on two insulation plates. The transmitter is mounted in the aircraft.

m) Wiring and actuating elements

Wiring and actuating elements are a part of the airframe installation and provide for feeding of the system of limiters as well as mutual interlinkage and connection to actuating elements. Signalling lamps are connected to the LUN 5260.04 integrated electronic limiter unit. Wiring is installed in accordance with specifications approved for the airplane.

Brief description of the operation of the system of limiters, signalling and checking

Description and operation.

If during engine starting and operation any of monitored parameters as follows: gas generator speed nG, propeller speed nV, ITT exceeds the allowed limit, the signal of the corresponding transmitter exceeds the value set on the integrated electronic limiter unit. Occurring difference generates current that is proportional to the above difference. This current enters the actuating element of the system of limiters whose intervention in the engine control system results in reduced supply of fuel and thus in reduction of the exceeded parameter.

If the time growth of the interturbine temperature during starting exceeds the limit for dITT/dt, maximum control current is generated on the output of the integrated electronic limiter unit that is independent on the magnitude of exceeding of time growth limit.



76.30.00 Page 5

Jul 1, 2003

If torque exceeds the allowed limit, the LUN 1476-8 switch is closed. The resulting signal

generates on the integral electronic limiter outlet maximum current independent of the

magnitude of overshoot.

The stabilizing function of the derivative element consists in the discontinuation of the

feeding voltage to LUN 1476-8 in the case when the rate of the generator speed decrease

exceeded the set value and when the drop was preceded by the occurrence of control

current within a time period shorter than 6 ± 1 seconds. In this case, the signal on exceeding

the torque limit disappears and so does the signal corresponding to torque greater than

65 to 75 %. In both cases, control current to the actuating element on the FCU disappears till

the moment at that the rate of generator speed decrease drops below the value set on the

derivative element.

Engine rating to that the system of limiters can reduce the engine power in case of persisting

exceeding of any of the parameters subjected to limitation depends on the preset limiting

level.

The system of limiters provides for limiting at two levels. The switching between both levels is

automatic.

Limiting level I.

When the limiting level I is on, the system of limiters can reduce engine power to a value

corresponding only to torque of 65 to 75 %. If torque decreases below this value, the

integrated electronic limiter unit is electrically disconnected from the actuator of limiters.

The switching-off signal is ensured by the contacts of the Ist degree of the pressure switch

of the LUN 1476-8 torque limiter.

Limiting level I is switched on automatically:

a) the undercarriage is lowered - signal is passed through the switch on the aircraft

undercarriage,

b) the altitude of flight is below 700 m SOL - signal is emitted by the radioaltimeter

c) the radioaltimeter is switched off manually



76.30.00 Page 6 Jul 1, 2003

Limiting level II.

When the limiting level II is on, the system of limiters can reduce the engine power up to

value corresponding to generator speed of approximately 60 %.

Limiting level II is switched on automatically:

a) the altitude of flight is in range from H = 700 m SOL to 3,700 m ISA with the

undercarriage drown back;

- signal is provided by the switch on the aircraft undercarriage and altimeter.

b) In the „BETA“ control range and at reverse trust rating

- signal is passed through the switch on the LUN 7816-8 propeller speed governor ;

c) at the engine starting; ITT (subject to limitation) is limited to a lower value and further

parameter dITT/dt subjected to limitation is being switched on. The function of other

limiters remains unchanged. Lower limit for ITT and dITT/dt are engaged only during

the operation of the starting panel and if the corresponding pair of contacts in the

LUN 3280-8 switch is closed;

d) with depressed „CHECK“ push-button when ITT subjected to limitation is switched to a

lower value and another parameter dITT/dt subjected to limitation is switched on.

There is no change in the function of the other limiters.

The system of limiters can be switched on and off:

a) manually from the cockpit,

b) automatically by means of a signal from the switch on the LUN 7816-8 propeller speed

governor with engine operating in the BETA control and at reverse thrust power;

c) it is switched off by the system of automatic propeller feathering of the second engine

in the case that an automatic feathering cycle took place at second engine; in order to

allow the use of maximum contingency rating at the un-feathered engine.



76.30.00 Page 7

Jul 1, 2003

Signalling

The following events are being signalled by this system:

a) mode of the system of limiters - the „IELU“ signalling lamp (the lamp is alight when the

system is not switched on),

b) intervention by the system of limiters - the „PARAMETER EXCEEDING“ signalling

lamp (the lamp lights up at IELU intervention),

c) IELU stand-by - the „IELU STBY“ signalling lamp

The lamp is alight when the first limiting level is on and torque exceeds 65 to 75 %.

It is not alight within the range of torque from approximately 20 % to ( 65 to 75 %).

With the second limiting level on, the signalling lamp is alight continuously.

Checking the system of limiters

The system of limiters makes it possible to check individual parameters subjected to

limitation without removing the integrated electronic limiter unit from the aircraft. Checking is

performed with the engine running.

Check that can be performed from the pilot’s seat:

a) Checking whether the first limiting level is switched on (see the Airplane Flight

Manual);

b) Checking the function of ITT limiter. Performed by means of push-button „CHECK“

(see the Operation Manual - Manual Part No. 0982404);

c) Checking the function of the torque limiter. Performed by means of simulated

intervention through propeller loading (see the Operation Manual - Manual Part No.

0982404).



76.30.00 Page 8 Jul 1, 2003

Checks that require access to LUN 5260.04, LUN 5223 and LUN 1476-8 devices.

a) Checking LUN 5260.04 IELU

This check is performed by means of the „TEST“ circuit that is controlled by a switch

and push-button on the front panel of LUN 5260.04 device.

When checking individual channels of the limiter, by setting the switch into the

corresponding position and depressing the push-button, reference level in the channel

being checked becomes reduced by means of the attached resistance so that the

limiter will be put into action within the area of operational values.

The check consists of:

– checking the gas generator speed channel (corrected values) - the switch in

position 1,

– checking the gas generator speed channel (uncorrected values) - the switch in

position 2,

– checking the propeller speed channel - the switch in position 3,

– checking the torque channel - the switch in position 4.

Ref. Technological Instructions 77.55.00 for further details.

NOTE: Switch position 1 is designed for normal operation.

b) Checking LUN 5223

Ref. Technological Instructions 77.56.00.

c) Checking the torque channel

Ref. Technological Instructions 77.15.00, pages 504 to 506.

When using a ground airport source, the system of limiters is connected to the board battery.

The connection is ensured automatically by the aircraft wiring.



76.30.00 Page 9

Jul 1, 2003

OPERATING VALUES OF PARAMETERS SUBJECTED TO LIMITATION

(Calculated)

Parameters subjected to limitation The lamp lights up at Maximum decrease in fuel supply occurs at

Gas generator speed Values are given in section 76.30.00, page 10

Propeller speed 2,121 to 2,163 r.p.m. 2,173 to 2,199 r.p.m.

Torque of engine 103 to106 % *)

103 to 106 %

Interturbine temperature ITT 740 to 770 °C 761 to 781 °C

Engine

Interturbine temperature ITT

610 to 656 °C 634 to 680 °C

Starting dITT/dt 80 to 130 oC/sec 80 to 130 oC/sec

Gas generator speed 81 to 86 % 82.5 to 89 %

Propeller speed 1,544 to 1,640 r.p.m. 1,575 to 1,702 r.p.m.

Check Torque Limited to torque of 65 to 75 % *)

ITT with push-button „CHECK“

610 to 656 °C 634 to 680 °C

*) The required range is checked-up directly on the engine and it is attained by means of

adjustment of the first and second level of the LUN 1476-8 switch. The procedure for

checking and adjustment is described in the Maintenance Manual - Technological

Instructions 77.15.00.

NOTE: Heavy-lined values can be checked-up in the system.



76.30.00 Page 10 Jul 1, 2003

107

106

105

104

103

102

101

100

99

98

97

96

95

94

93

92

91

90

89

-60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50

Ambient air temperature t0 [°C]

GAS GENERATOR SPEED LIMITATION AS A FUNCTION OF AMBIENT AIR TEMPERATURE

nG [%]

Maximum decrease in fuel supply

The lamp light-up



76.30.00 Page 11

Jul 1, 2003

Even with the system of limiters switched on, the engine should be controlled in accordance

with instructions given in the Airplane Flight Manual and Maintenance Manual. The values

shown in the table of the engine operating limits should not be exceeded.

When signalling lamp „PARAMETER EXCEEDING“ is alight, it is a warning that one of the

parameters subjected to limitation has exceeded the maximum value permitted. Only in the

case of generator speed there is a possibility that the generator speed limiter might intervene

already at a speed below 100 % at ambient air temperature below 0 °C, due to speed

limitation according to corrected values.

When the signalling lamp is alight, it is necessary to check the readings of the parameters

subjected to limitation on the board instruments and, when these values are exceeded, to

reduce the engine rating using ECL so that permitted values would not be exceeded.

Generator speed include limitation as a function of ambient air temperature is presented in a

diagram 76.30.00, page 10.

The take-off can be completed without ECL correction even with signalling lamp

„PARAMETER EXCEEDING“ alight.



76.30.00 Page 12 Jul 1, 2003

BLOCK DIAGRAM OF THE SYSTEM OF LIMITERS

LUN 5223 Generator Speed Derivative Element

LUN 5260.04-8Integrated electronic limiter unit

(IELU)

TEST SWITCH

PUSH BUTTON

LUN 1333.12-8 Integrated Speed Transmitter (Propeller)

LUN 1333.12-8 Integrated Speed Transmitter (Gas Generator)

LUN 1476-8 Pressure Switch of the Torque Limiter

LUN 6590.05-8 Fuel Control Unit

Radioaltimeter

LUN 1377-8 ITT Transmitter

LUN 3280-8 Pressure Switch for Automatic Propeller Feathering

LUN 7816-8 Propeller Speed Governor

„IELU STBY“

Cockpit

Push Button IELU

Switch in the System of Automatic

Feathering of the Second Engine Switch of Feeding

Signalling Lamps

„IELU“

„PARAMETER EXCEEDING“

P-5(7) Temperature Transmitter

Switch on the Undercarriage

LUN 2601.01-8Time Relay



76.30.00 Page 101

Jul 1, 2003

S Y S T E M O F I N T E G R A T E D E L E C T R O N I C L I M I T E R S O F

C R I T I C A L P A R A M E T E R S

TROUBLESHOOTING


1. During engine starting, the lamp „PARAMETER EXCEEDING“ does not light up at exceeded ITT

a) Lamp circuit break

b) LUN 5260.04 failure

c) No signal for decreased ITT level and ITT gradient engaging

- LUN 3280-8 faulty

- starting panel faulty

- line break

1) Check lamps according to airframe Technological Instructions 33.10.00.b

2) Check according to Technological Instructions 76.30.00, page 609

3) Contact the organization authorized for limiter system servicing

2. The lamp „PARAMETER EXCEEDING“ lights up at values of the parameters subjected to limitation other than those presented in section 76.30.00, page 9

a) LUN 5260.04 failure

b) LUN 1476-8 failure

c) LUN 1333.12-8 failure - gas generator speed

transmitter

d) LUN 1333.12-8 - propeller speed

transmitter failure

e) LUN 6590.05-8 failure

f) LUN 5223 failure

g) P-5(7) failure

1) Check according to Technological Instructions 76.30.00, page 609

2) Replace failed instruments

3) Contact the organization authorized for limiter system servicing



76.30.00 Page 102 Jul 1, 2003



76.30.00 Page 601

Jul 1, 2003


On pages

601 to 604

Name of work

Inspection of the LUN 1476-8 pressure switch of the torque limiter



After 900 ± 30 operating hours, carry out the following

inspection:

1. Remove device LUN 1476-8 from the engine in accordance

with 77.15.00, page 401.

2. Check the allowed inaccuracy of the device using the

pressurizing stand - see Fig. 601 - or the Z 800 calibrating

set.

Z 800 calibration set or

substitute connection as

shown in the Fig. 601

Spanners s = 12 mm

s = 15 mm

s = 22 mm




76.30.00 Page 602 Jul 1, 2003


On pages

601 to 604

Name of work




Fig. 601

Socket

Pressure liquid source

Switch Pressure gauge, range up to 1.6 MPa, category of accuracy 0.6 %

Re1, Re2 LUN 2621.42 relays

Ž1, Ž2 28 V bulbs

R1, R2 resistor 1 kΩ

R3, R4 resistor 13 kΩ

D1, D2 KY704-705 diode

T1, T2 KF506 (KFY46) tranzistor



76.30.00 Page 603

Jul 1, 2003


On pages

601 to 604

Name of work




Calibration pressures according to the table:

Closed I st level According to certificate values

Closed II nd level According to certificate values

Allowed inaccuracy of the calibrated switch in the range of

operating and emergency supply voltage is shown in the

following table:

Ambient temperature

0 to +80 °C −60 to 0 °C; +80 to +100 °C

I st level ± 0.025 MPa ± 0.05 MPa

II nd level ± 0.025 MPa ± 0.05 MPa

3. Check insulation resistance using insulation resistance meter

100 V (Megmet). Connect one lead to the contact pins of the

switch forked socket and the other lead to a conductive

portion of the switch case.



76.30.00 Page 604 Jul 1, 2003


On pages

601 to 604

Name of work




Insulation resistance of the switch electrical parts at relative air

humidity of 45 to 80 % and ambient temperature of 15 to 35 °C is

20 MΩ.

If the accuracy and insulation resistance of the device inspected

meets the allowed values, enter the inspection performed into

the appliance log.

The switch can be used further up to general overhaul at

2,000 ± 50 hours. When the instrument does not meet

requirements acc. to Para 2, adjust the instrument acc. to

Technological Instructions (77.15.00, Page 402).

If the device does not meet requirements acc. to Para 3, it

should be shipped for repair to the manufacturing plant.



76.30.00 Page 605

Jul 1, 2003


On pages

605 to 608

Name of work

Inspection of the LUN 3280-8 pressure switch of automatic feathering system



After 900 ± 30 operating hours, carry out the following

inspection:

1. Remove LUN 3280-8 pressure switch from the engine in

accordance with 77.52.00, page 401.

2. Check adjustment and its inaccuracy using pressuring stand

(refer to Fig. 602) or Z 800 calibration set acc. to values

shown on Page 607.

Z 800 calibration set or

substitute connection as

shown in the Fig. 602

Spanners s = 12 mm

s = 15 mm

s = 22 mm




76.30.00 Page 606 Jul 1, 2003


On pages

605 to 608

Name of work




Fig. 602

Socket

Switch

Pressure gauge, range up to 1.6 MPa, category of accuracy 0.6 %

Ž1, Ž2, Ž3 28 V/2 W bulbs

T1 type KT 501 tyristor

R1 resistance 1 kΩ

Re1, Re2, Re3 type TKE 53 relays

D1, D2, D3 KY704 diodes

Pressure liquid source



76.30.00 Page 607

Jul 1, 2003


On pages

605 to 608

Name of work




Check for following calibrating pressures:

Closed I st level 0.222 MPa

Closed II nd level 0.162 MPa

Closed III rd level 0.150 MPa

Allowed inaccuracy under normal operating conditions:

Ambient temperature

0 ÷ +80 °C −55 ÷ 0 °C; +80 ÷ +100 °C

I st level ± 0.025 MPa ± 0.05 MPa

II nd level ± 0.020 MPa ± 0.04 MPa

III rd level ± 0.025 MPa ± 0.05 MPa



76.30.00 Page 608 Jul 1, 2003


On pages

605 to 608

Name of work




3. Check the insulation resistance using insulation resistance

meter 100 V (Megmet). Connect one lead to the pins in

contact of the pressure switch forked socket and the other

lead to the switch cover. Insulation resistance of the switch

electrical parts at relative air humidity of 45 to 80 % and

temperature of +15 to +35 °C is 20 MΩ.

If the device meets the allowed values, enter the inspection

performed into the appliance log. The switch can be used up

to overhaul at 2,000 ± 50 hours. Should the device not pass

checks 2 or 3, it should be shipped for repair to the

manufacturing plant.



76.30.00 Page 609

Jul 1, 2003


On pages

609

Name of work

Detection of faults - functioning failures - of the system of integrated limiters



1. Check the function of limiters according to Technological

Instructions 77.55.00, pages 607 to 609.

2. Check the function of the system of limiters using „TEST“

circuit according to 77.55.00, pages 601 to 606.

3. Check the function of the torque channel according to

Technological Instructions 77.15.00, pages 505 to 509.

4. Check the function of the LUN 5223 derivative element of the

gas generator speed acc. to Technological Instructions

77.56.00, pages 601 to 602.



76.30.00 Page 610 Jul 1, 2003


On pages

610

Name of work

Verifying the LUN 5260.04 IELU fault Manpower required (Manhours)


Verify whether the device is faulty by checking its function on the

calibration set according to Technological Instructions 77.51.00,

page 601.

The mentioned check can be substituted by repeating of the test

of limiter system on the engine using LUN 5260.04 IELU from

another engine.

Should the fault of the instrument be verified, (i.e. the function

fault with another LUN 5260.04 IELU disappears), the instrument

is to be replaced by new one.



76.40.00 Page 501

Jul 1, 2003


On pages

501

Name of work

Checking the function of the system of automatic feathering and rolling



When checking the function of the system of automatic

feathering and rolling, proceed in accordance with the airplane

documentation.



76.40.00 Page 502 Jul 1, 2003



77

INSTRUMENTS FOR ENGINE MONITORING




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003



point

Page

Date

77 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 77 „Review of Effective Pages“ 1 Jul 1, 2003 2 Jul 1, 2003 77 „Contents“ 1 Jul 1, 2003 2 Jul 1, 2003 77.00.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 77.10.00 201 Jul 1, 2003 202 Blank Jul 1, 2003 77.11.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Jul 1, 2003 607 Jul 1, 2003 608 Jul 1, 2003 609 Jul 1, 2003 610 Jul 1, 2003 77.13.00 1 Jul 1, 2003 2 Blank Jul 1, 2003


point

Page

Date

77.15.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 405 Jul 1, 2003 406 Jul 1, 2003 407 Jul 1, 2003 408 Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 77.20.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 77.21.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 405 Jul 1, 2003 406 Blank Jul 1, 2003 77.22.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003





point

Page

Date

77.40.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 77.41.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Blank Jul 1, 2003 77.42.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Blank Jul 1, 2003 77.43.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 77.44.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 77.50.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 201 Jul 1, 2003 202 Blank Jul 1, 2003 77.51.00 101 Jul 1, 2003 102 Blank Jul 1, 2003 301 Jul 1, 2003 302 Blank Jul 1, 2003


point

Page

Date

77.51.00 801 Jul 1, 2003 802 Blank Jul 1, 2003 901 Jul 1, 2003 902 Blank Jul 1, 2003 1001 Jul 1, 2003 1002 Jul 1, 2003 77.52.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 77.55.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Jul 1, 2003 401 Jul 1, 2003 402 Blank Jul 1, 2003 501 Jul 1, 2003 502 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Jul 1, 2003 77.56.00 601 Jul 1, 2003 602 Jul 1, 2003




Jul 1, 2003

CONTENTS

77.00.00 ENGINE MONITORING - General


77.10.00 POWER MONITORING INSTRUMENTS - Technology of servicing

77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET TORQUE 0 TO 120 % - Description and operation - LUN 1540.02-8 torquemeter pressure transmitter - replacement of - LUN 1539.02-8 Torque indicator replacement of - The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator

revision after 1000 hours - Calibration of the torque indicator set:

LUN 1539.02-8 torquemeter indicator/LUN 1540.02-8 torquemeter transmitter

77.13.00 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED TRANSMITTER - Description and operation

77.15.00 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH - Description and operation - The LUN 1476-8 torque limiter pressure switch - replacement of - Adjustment of the LUN 1476-8 pressure switch - Check on adjustment of torque channel

77.20.00 TEMPERATURE MEASURING INSTRUMENTS - Description and operation - Servicing

77.21.00 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER - Description and operation - Interturbine temperature transmitter The LUN 1377-8 thermocouples - replacement of

77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL THERMOMETER - Description and operation - LUN 1358-8 electric resistance thermometer transmitter - replacement of - Inspection of the LUN 1358-8 electric resistance thermometer transmitter

77.40.00 PRESSURE MONITORING INSTRUMENTS - Description and operation - Servicing

77.41.00 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER - Description and operation - The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of




77.42.00 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER - Description and operation - LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of

77.43.00 1.25K LUN 1469.32-8 PRESSURE SWITCH - Description and operation - Replacement of the 1.25K LUN 1469.32-8 pressure switch

(minimum oil pressure signaller)

77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER - Description and operation - The LUN 1581-8 minimum oil level signaller - replacement of

77.50.00 CRITICAL PARAMETERS LIMITING INSTRUMENTS - Description and operation - Servicing

77.51.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT - Troubleshooting

- LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing - The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of

- Instruction for instruments storage

77.52.00 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER FEATHERING - Description and operation - The LUN 3280-8 automatic propeller feathering pressure switch - replacement of

77.55.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT (IELU) - Description and operation - The LUN 5260.04 integrated electronic limiter unit - removal and installation of - The LUN 5260.04 integrated electronic limiter unit, adjustment and testing - Integrated electronic limiter unit check using the „TEST“ circuit - Check on operation of the Integrated Electronic Limiter Unit

77.56.00 LUN 5223 generator speed derivative element - check of



77.00.00 Page 1

Jul 1, 2003

E N G I N E M O N I T O R I N G

GENERAL


Engine operation is controlled by the pilot, who follows the characteristic engine parameters.

The instrument transmitters are installed on the engine, whereas their indicators are on the

board instrument panel. Some instruments provide light signals only; some instruments act

as the limiters or switches for automatic control of engine power rating. Certain instruments

operate as transmitters of signal for indicators and for automatic control as well.

On the instrument panel there are following instruments for engine operation monitoring:

for engine power monitoring – torque indicator

for engine speed monitoring – generator speed indicator

– propeller speed indicator

for interturbine temperature monitoring – interturbine temperature indicator

for fuel and oil pressure and oil temperature

monitoring

– triple - fuel and oil pressure and oil

temperature indicator

On the signalling panel in the cockpit, the following data are signalled:

– oil pressure drop below the allowed value

– intervention of the electronic limiter system when some of the limited parameters is

exceeded

– electronic limiter system is out of operation

– oil level drop in the oil tank

Included among the monitoring instruments are the electronic limiter unit and the automatic

propeller feathering pressure switch, which take part in the engine control system.

This section describes mainly the operating principles of the instruments whilst the

technology of servicing is described in sections that correspond to their function.



77.00.00 Page 2 Jul 1, 2003



77.10.00 Page 201

Jul 1, 2003

P O W E R M O N I T O R I N G I N S T R U M E N T S

TECHNOLOGY OF SERVICING

Power monitoring instruments require no periodic servicing during operation.

The procedure for replacement of a failed instrument - if necessary - is described in the


Technological instructions for integrated speed transmitter replacement is given in section

72.10.00.



77.10.00 Page 202 Jul 1, 2003



77.11.00 Page 1

Jul 1, 2003

THE LUN 1540.02-8 and LUN 1539.02-8 TORQUE INDICATOR SET TORQUE 0 TO 120 %


A torque indicator set that consists of the LUN 1540.02-8 transmitter and the LUN 1539.02-8

indicator serves for engine torque measurement in the range from 0 to120 %.

The pressure transmitter of the torquemeter is mounted on a bracket attached to the engine

in the space of air intake close by the upper engine mount in the same plane as the pressure

switch of the torque limiter and the pressure switch for automatic propeller feathering.

Pressure oil is fed from the reduction gearbox by the pipe behind the front air bulkhead

where the pipe is branched for the torquemeter transmitter, the torque limiter pressure switch

and the pressure switch for automatic propeller feathering. In the inlet of the torquemeter

pressure transmitter there is a pulsation damper that reduces the oil pressure pulsations. The

transmitter operates as inductive converter of the torquemeter oil pressure to electric signal.

This electric signal of the transmitter is evaluated by the torque indicator.

The torquemeter indicator is located on the control panel in the cockpit. It operates as a self-

compensating servosystem bridge. There is an identical inductive sensor as in the

transmitter and both inductive converters form a bridge circuit. The current passing through

the excitation winding of the sensors induces a voltage in the coils. The signal difference

from both inductive sensors is amplified by an amplifier and is fed to a servomotor that turns

by the armature of the inductive sensor till the voltage difference has been compensated.

The inductive sensor of the indicator is connected by the gear to the pointer that indicates the

measured value of torque in percent on the scale.

The bridge arrangement of sensors is diagonally shunted by double shunts, the magnitude of

that may be switched over for approximate setting of 100 % torque on the indicator scale.

Fine setting is made mechanically with the help of mechanical adjustment.

The torquemeter indicator set is adjustable in the range of the torquemeter oil pressure from

0.93 MPa to 1.03 MPa. Each instrument of the set, i.e. the transmitter or the indicator can be

replaced in case of a failure. In case of replacement of one of both instruments the set must

be readjusted (calibrated).



77.11.00 Page 2 Jul 1, 2003



77.11.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

LUN 1540.02-8 torquemeter pressure transmitter - replacement of


1.00


1. Removal

1.1 Using spanner s=12 mm, unlock, loosen and unscrew the nut of outer manifold.

1.2 Unlock, loosen and unscrew the nuts of static pressure manifold at all transmitters, using spanner s=12 mm.

1.3 Unlock and unscrew the union nut of the connector and pull out the socket.

1.4 Unlock, loosen and unscrew the union nut of the inlet manifold, using spanner s=15 (17) mm.

1.5 Unlock, loosen and screw out the union nut on the inlet socket, using spanner s=27 mm.

1.6 Remove the transmitter and enter the necessary data into the appliance log.

Z-800 Servicing set Flat pliers




Spanner s=15 mm M601-9027.4

Nippers

Packing rings 8x12 ČSN 02 9310.3 - 8 pcs

Binding wire 0.63 mm of stainless steel 17 246.4 - 0.5 m




77.11.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

LUN 1540.02-8 torquemeter pressure transmitter - replacement of


1.00


2. Installation

2.1 According to the technological instructions 77.11.00, pages

605 to 610, calibrate the torque indicator set, i.e. the new

transmitter and indicator before the installation on the

engine.

2.2 Insert the transmitter into the holder, screw on the nut and

tighten with a spanner s=27 mm. De-aerate the oil piping of

this instrument.

2.3 Screw on the union nut of the inlet manifold and tighten with

a spanner s=15 (17) mm.

2.4 Insert the connector socket and tighten with a union nut.

2.5 Mount the static pressure manifold with new packing rings

8x12 ČSN 02 9310.3 - 2 pcs and tighten the nut by a

spanner s=12 mm.

2.6 Assemble the outer static pressure manifold.

2.7 Lock all connections.



77.11.00 Page 403

Jul 1, 2003


On pages

403 to 404

Name of work

LUN 1539.02-8 Torque indicator replacement of Manpower required (Manhours)

0.33


1. Removal

1.1 Unlock connecting nuts of both connectors situated on the

rear face of the indicator. Screw off the nuts and pull out

both plugs.

1.2 Loosen and screw off four bolts in the indicator flange, that

fasten the indicator to the instrument board in the airframe.

1.3 Pull out the indicator from the instrument board.

Z 800 Testing set




77.11.00 Page 404 Jul 1, 2003


On pages

403 to 404

Name of work

LUN 1539.02-8 Torque indicator replacement of Manpower required (Manhours)

0.33


2. Installation

2.1 Before installation in to the instrument board calibrate the

torquemeter set of transmitter/indicator in compliance with

Technological Instructions 77.11.00, pages 605 to 610.

2.2 Insert the indicator into the appropriate port in the board.

2.3 Screw on and tighten four bolts in the indicator flange, that

fasten the indicator to the instrument board in the airframe.

2.4 Insert in appropriate positions (as marked by colour)

applicable connectors, screw on, tighten and lock

connection nuts of the connectors.

NOTE: Installation procedure depends on design of the

instrument board and accessibility of the connectors. The

procedure can be revised as necessary.



77.11.00 Page 601

Jul 1, 2003


On pages

601 to 604

Name of work

The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator revision after 1000 hours



1. Remove the LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator according to the 77.11.00 technological instructions, pages 401 and 403.

2. Check the set on inaccuracy.

2.1 The set is to be connected according to the wiring diagram (ref. Fig. 601).

2.2 Connect the transmitter to the pressure oil source (pressurizing pump) by an ID 4 mm manifold with a branch for connecting to the checking manometer.

2.3 The indicator is to be connected to the operational voltage source (36 V, 400 Hz).

2.4 The transmitter is to be connected to the indicator using wire of R1 to R5 resistance within 0.9 ± 0.3 Ω.

Z 800 Testing set Flat pliers





Nippers

Binding wire dia 0.63 mm of stainless steel 17 246.4


Approved engine oil




77.11.00 Page 602 Jul 1, 2003


On pages

601 to 604

Name of work




2.5 The check of inaccuracy should be done on the parts according to the table (refer to page 609, para 1.5) and the measured values should be recorded in the appliance log. The check is to be done at the normal ambient temperature.

2.6 If the allowed inaccuracy of the set is in accordance with the table (refer to page 609, para 1.5), the indicator and the transmitter are to be disconnected from the pressure and electric power sources.

3. Insulation resistance check

3.1 The insulation resistance meter of the 100 V voltage is to be connected with one pole to the connecting plugs of the LUN 1540.02-8 instrument being short-circuited; the other pole is to be connected to the metallic part of the instrument casing.

3.2 The transmitter electric parts insulation resistance should be 20 MΩ at the relative air humidity of 45 to 80 % and the ambient temperature of +15 to 30 °C.

3.3 Identical measurement should be done also on the LUN 1539.02-8 indicator. The insulation resistance value is 20 MΩ as well.

3.4 If the measured values of inaccuracy are in compliance with the table (refer to page 609, para 1.5) and of the insulation resistance corresponds to 20 MΩ, the set is to be installed in the aircraft again.



77.11.00 Page 603

Jul 1, 2003


On pages

601 to 604

Name of work




4. The LUN 1540.02-8 torque transmitter installation and the LUN 1539.02-8 indicator installation are to be done according to the 77.11.00 technological instructions.

4.1 If the measured values exceed the allowed inaccuracy and the insulation resistance is not in accordance with required values it is necessary to replace the set and calibrate the new set. The calibration must be carried out by the manufacturer’s expert or by authorized worker with user that has been trained by the engine manufacturer.

- Obligatory operations-excepting the insulation resistance check - can be carried out by means of the Z 800 special testing equipment,

- 100 V Megmet, terraohmmeter Tesla BM 283 and similar instruments

- The ID4 manifold from the pressure liquid source with the branch for connecting the check manometer; the manifold is to be fitted with conically flared terminal according to the ONL 3944 standard

- The supply voltage source of 36 V, 400 Hz, the declination factor of 1.36 to 1.46

- The pressure liquid source-the pressurizing pump

- The check manometer up to the pressure of 1.6 MPa, accuracy of 0.6 % or better

- The wires from the transmitter to the indicator of R1 to R5 resistance within 0.9 ± 0.3 Ω.



77.11.00 Page 604 Jul 1, 2003


On pages

601 to 604

Name of work




SCHEMATIC DIAGRAM OF TORQUE INDICATOR SET CONNECTION AT CALIBRATION/CHECKING

Fig. 601

LUN1539.02-8 Indicator

WK 18036 Connector Red colour

WK 18036 Connector Metal colour

Source 36 V, 400 Hz

Source of pressure fluid

LUN 1540.02-8 Transmitter

5 V DC Scale lighting Precise manometer



77.11.00 Page 605

Jul 1, 2003


On pages

605 to 610

Name of work

Calibration of the torque indicator set: LUN 1539.02-8 torquemeter indicator/

/LUN 1540.02-8 torquemeter transmitter



Introduction

Torque indicator set calibration.

Before installation of the set into the airplane or after replacement of any instrument of the set due to its failure it is necessary to calibrate i.e. to adjust the nominal pressure of the applicable engine corresponding to the torque of 100 %. This value is shown in the Engine Log Book.

NOTE: At engines supplied by engine manufacturer the set is already adjusted.

Only authorized trained staff can calibrate the set. Workshop with necessary equipment identical with that for set checking (refer to Page 604) should be available.

1. Calibration

1.1. Install set as shown in diagram (Fig. 601, page 604) or it is possible to utilize the Z-800 calibration device. The transmitter is to be connected to the pressure oil source.

1.2 Screw off the cover of the calibrating case on the rear face of the indicator, set the approximate value of the pressure for torque of 100 % by means of switch ring (refer to Fig. 602).




77.11.00 Page 606 Jul 1, 2003


On pages

605 to 610

Name of work





Position of the adjusting elements for indicator calibration

Rear view, i.e. from side of connectors after „CALIBRATION“ cover has been screwed off

Fig. 602

Ring fitted with slot for smooth precise pressure adjustment for torque of 100 %

Switch ring for rough pressure adjustment for torque of 100 %

1,03

1,02

1,01

1,00

0,99 0,98

0,97

0,96

0,95

0,93

U27

MPa/100 % Mk

03

76

5

43

2

17

6

5

43

2

1

INDICATOR

0,94



77.11.00 Page 607

Jul 1, 2003


On pages

605 to 610

Name of work





1.3 Adjust pressure corresponding to operational pressure for

torque of 100 % on the transmitter using check pressure

gauge. Using screwdriver turn smoothly the ring with slot in

the calibrating case of the indicator so that pointer of the

indicator shows exactly 100 %.

1.4 Check at zero pressure, pointer of the indicator must not

decline from zero torque by more than 1 %. In case of

bigger deviation it is necessary to turn the switch by one or

two values higher/lower and to repeat smooth adjustment of

torque of 100 % on the indicator. The check within whole

pressure range of the set is performed according to the

calibration table.



77.11.00 Page 608 Jul 1, 2003


On pages

605 to 610

Name of work





TABLE OF CALIBRATION 1 MPa = 10.197 kg/cm2 1 kg/cm2 = 0.09806 MPa

Set operational pressures Indicator scale Transmitter pressure (MPa)

(torque %) 1 2 3 4 5 6 7 8 9 10 11

0 0 0 0 0 0 0 0 0 0 0 0 10 0.093 0.094 0.095 0.096 0.097 0.098 0.099 0.100 0.101 0.102 0.103 20 0.186 0.188 0.190 0.192 0.194 0.196 0.198 0.200 0.202 0.204 0.206 30 0.279 0.282 0.285 0.288 0.291 0.294 0.297 0.300 0.303 0.306 0.309 40 0.372 0.376 0.380 0.384 0.388 0.392 0.396 0.400 0.404 0.408 0.412 50 0.465 0.470 0.475 0.480 0.485 0.490 0.495 0.500 0.505 0.510 0.515 60 0.548 0.564 0.570 0.576 0.582 0.588 0.594 0.600 0.606 0.612 0.618 70 0.651 0.658 0.665 0.672 0.679 0.685 0.693 0.700 0.707 0.714 0.721 80 0.744 0.752 0.760 0.768 0.776 0.784 0.792 0.800 0.808 0.816 0.824 90 0.837 0.846 0.855 0.864 0.873 0.882 0.891 0.900 0.909 0.918 0.927 100 1) 0.930 0.940 0.950 0.960 0.970 0.980 0.990 1.000 1.010 1.020 1.030 106 0.985 0.996 1.007 1.017 1.028 1.039 1.049 1.060 1.070 1.081 1.092 110 1.023 1.034 1.045 1.056 1.067 1.078 1.089 1.100 1.111 1.122 1.133 120 1.116 1.128 1.140 1.152 1.164 1.176 1.188 1.200 1.212 1.224 1.236

Pressure (MPa) corresponding to set inaccuracy of 1 %

0.0112 0.0113 0.0114 0.0115 0.0116 0.0118 0.0119 0.0120 0.0121 0.0122 0.0124

NOTE: 1) Calibrating values of pressure for set adjustment 2) Check values of the transmitter pressure (data for manufacturer)



77.11.00 Page 609

Jul 1, 2003


On pages

605 to 610

Name of work





1.5 Screw on cover of the calibrating case, secure it and enter

the following data into its certificate:

– S/N of the set instruments

– date of adjustment

– value of pressure corresponding to torque of 100 %

– check measurement of set inaccuracy in accordance

to the table:

Check measurement should be performed min. at values of 0

and 100 % torque of the indicator at normal ambient

temperature.

In case of acceptable accuracy it is possible to utilize the set till

next overhaul.

Set calibration record - completed by organization performing adjustment

Consecutive No.

Date Transmitter S/N

Pressure corresponding

to torque of

Set inaccuracy (%) Service hrs Indicator Transmitter

Signature

100 % (MPa) 0 20 40 60 80 100 120

1

2

3

4

5

6



77.11.00 Page 610 Jul 1, 2003


On pages

605 to 610

Name of work





Check

Allowable inaccuracy of the set transmitter/indicator while fed by operating voltage is

shown in the following table:

Indicator range Normal conditions OAT (°C)

Transmitter 0 to 80 °C Indicator 0 to 40 °C -55 Indicator +60

Transmitter +125

operating 80 to 109 % ± 2 % ± 5 % ± 4 %

outside operating range 0 to 79 and 110 to 120 %

± 3.5 %

± 7 %

± 7 %



77.13.00 Page 1

Jul 1, 2003

THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED TRANSMITTER


The integrated generator and propeller speed transmitter operates as a remote engine

speed transmitter. The transmitter of generator speed is mounted in the rear of the engine

on the pad of the accessory gearbox and transmits speed of the engine gas generator. The

propeller speed transmitter is placed in the front part of the engine on the reduction

gearbox.

The transmitters are principally three-phase alternators with a three-phase stator winding

and four-poled rotor made of alnico permanent magnet (magnetically stabilized). They

generate alternating current of frequency directly proportional to speed of the drive. The

LUN 1347-8 generator speed indicator has a dial calibrated in per cent of nominal speed.

The LUN 1348-8 propeller speed indicator is equipped with a dial calibrated in r.p.m. Both

one-pointer speed indicators are included in the airframe installation.

Integrated speed transmitters transmit also electrical pulses for the integrated electronic

limiter unit, the operation of which is included in the engine power rating control, discussed

in section 76.



77.13.00 Page 2 Jul 1, 2003



77.15.00 Page 1

Jul 1, 2003

T H E L U N 1 4 7 6 - 8

T O R Q U E L I M I T E R P R E S S U R E S W I T C H


The torque limiter pressure switch is mounted on the bracket in the space of engine air intake

in the plane of the torquemeter transmitter and automatic propeller feathering pressure

switch.

In the inlet screw union of the torque limiter pressure switch there is a pulsations damper,

which damps the pressure pulses in the oil that is supplied to the pressure switch.

The switch operates as torquemeter oil pressure transducer to contacts closing at two

pressure levels.

The base of the switch is formed by a barometric box fitted with a diaphragm. The deflection

of this diaphragm is mechanically transferred to moving contacts of the first and second

levels.

Fixed contacts of respective levels are mounted in insulating inserts, which are fixed on the

body of the transmitter. Pressure adjustment of the point of contact closing of both levels is

performed on a test stand. Adjusting elements are accessible from outside of the instrument;

they are covered with screwed-on cover fitted with de-aeration outlet.



77.15.00 Page 2 Jul 1, 2003



77.15.00 Page 401

Jul 1, 2003


On pages

401 to 403

Name of work

The LUN 1476-8 torque limiter pressure switch - replacement of



1. Removal

1.1 Unlock, loosen and unscrew the nuts of the static pressure tubes on all transmitters, using spanner s=12 mm.

1.2 Blank.

1.3 Unlock, loosen and unscrew the union nut of the pressure manifold, using spanner s=15 (17) mm.

1.4 Unlock and unscrew the union nut of the connector and pull out the socket.

1.5 Unlock, loosen and unscrew the nut on the inlet orifice using spanner s=22 mm.

1.6 Remove the switch and enter appropriate note in the instrument log.

Z 800 Calibration device Double ended spanner 5.5x7 mm




Spanner s=15 mm - M601-9027.4

Flat pliers

Nippers


Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.5m




77.15.00 Page 402 Jul 1, 2003


On pages

401 to 403

Name of work




2. Installation

2.1 Calibrate a new pressure switch type LUN 1476-8 to ensure the range of the first level limitation switching on and the range of the limiter intervention.

2.1.1 Calibration of the first level of contact closing.

2.1.1.1 In the Engine Log Book, page 16, find out the torquemeter oil pressure for torque of 100 %. The oil pressure for torque of 70 % is to be calculated as follows:

the pressure for torque of 70 % = the pressure for torque of 100 % x 0.7.

2.1.1.2 To the calculated value adjust switching of the first level, following the Technological Instructions 77.15.00, Page 404 to 408 (Adjustment of the LUN 1476-8 pressure switch).

2.1.2 Second level calibration

2.1.2.1 In the Engine Log Book, page 16, find out the torquemeter oil pressure for torque of 100 %.

2.1.2.2 This value multiply by coefficient 1.045 to obtain nominal value for calibration of the second level switching; adjust switching of second level following Technological Instructions 77.15.00, page 404 to 408 (Adjustment of the LUN 1476-8 pressure switch).

NOTE: To change limiter intervention by 1 % it is necessary to change switching pressure for switch calibration by approximately 0.009 MPa.



77.15.00 Page 403

Jul 1, 2003


On pages

401 to 403

Name of work




2.2 Insert the switch into the holder, screw on the nut, tighten it

using spanner s=12 mm and lock it.

2.3 Screw on the union nut of the inlet pressure manifold,

tighten it using spanner s=15 (17) mm and lock it.

2.4 Insert the connector socket and tighten the union nut.

De-aerate the installation.

2.5 Assemble the static pressure tubes with new packing rings

8x12 ČSN 02 9310.3 - 8 pcs and tighten the nuts with a

spanner s=12 mm.


2.7 After having replaced the instrument check out the

adjustment of the pressure switch according to the

Technological Instructions, section 77.15.00, page 501.



77.15.00 Page 404 Jul 1, 2003


On pages

404 to 408

Name of work

Adjustment of the LUN 1476-8 pressure switch



Introduction

When installing a new switch or after replacement of failed

switch it is necessary to calibrate i.e. to adjust switching of the

I st and II nd level in accordance with oil pressure of the

pertinent engine (pressure for torque of 100 % is shown in the

Engine Log Book).

Only authorized trained staff can adjust the switch. Workshop

with necessary equipment for switch adjustment should be

available.

1. Adjustment

1.1 Install the switch as shown in diagram (refer to Fig. 401)

1.2 Screw off the cover of the calibrating casing and loosen

both securing screws (Fig. 402).

Z 800 Calibration device

Pressure pump


5.5x7 mm


mm


8x9 mm

Spanner

s=15 mm - M601-9027.4

Washer

5.2 ONL 3288.2 - 2 pcs

Washer 4.2 LMN 3290 - 1pc






77.15.00 Page 405

Jul 1, 2003


On pages

404 to 408

Name of work




1.3 Feed pressure to the switch which is prescribed for I st level

closing. Set the pressure using the check pressure gauge.

Displace the calibrating lever till the position when the

signalling lamp lights up. Slightly tighten the calibrating

screw. Decrease the pressure and repeat check for

switching and readjust the lever if necessary. Tighten the

calibrating screw.

1.4 Adjustment of the II nd level is carried out using the other

lever. Procedure is identical that shown in preceding para.

1.5 Screw on the cover of the calibrating casing, secure and

record into the instrument log the following data:

- S/N of the switch

- date of adjustment

- pressure levels corresponding to I st and II nd level closing

- result of measurement of accuracy of I st and II nd level

closing

Carry out measurement of inaccuracy.



77.15.00 Page 406 Jul 1, 2003


On pages

404 to 408

Name of work




1.5.1 Measurement of the inaccuracy

Switch inaccuracy must not exceed the tolerances for

calibration pressures by values as shown in the following

table:

1.5.2 Measurement of the inaccuracy of switches should be

performed using test bench as shown in the Fig. 401.

1.5.3 Connect switches to the test bench and perform four to

five pressure cycles (0 to 1.3 to 0.0 MPa) using pressure

pump. Then perform measurement of inaccuracy of I st

and II nd level of contact closing with increasing

pressure. Pressure deviation from adjusted value shown

by check pressure gauge specifies error. The switch is

subjected to vibrations during measurement of the

inaccuracy.

1.6 If other liquid than the engine oil is used as pressure

liquid after adjustment it is necessary to carry out as

follows: to screw off damper, to rinse the pressure boxes

of the switch with engine oil using syringe and again file

with this oil. The damper should be rinsed with clean

petrol and then screwed on again.

Level Ambient temperature 0 to 80 °C -60 °C, +100 °C

I, II ± 0.025 MPa ± 0.05 MPa



77.15.00 Page 407

Jul 1, 2003


On pages

404 to 408

Name of work




DIAGRAM OF THE TEST BENCH FOR ADJUSTMENT AND CHECK OF THE SWITCHES

Fig. 401

R1, R2 LUN 2621.42 relay Ž1, Ž2 lamp 28 V R1, R2, R6 resistor 1 kΩ R3, R4 resistor 2.4 kΩ D1, D2 diode KY 704-705 T1, T2 transistor KF 506 (KFY 46) R5 resistor 750 Ω R7 resistor 6.8 kΩ T3 transistor KFY 18 ZD zenner diode KZ 260/10 V

Switch Precise manometer

Terminal

Source of pressure fluid



77.15.00 Page 408 Jul 1, 2003


On pages

404 to 408

Name of work




Equipment of the workshop for calibration:

a) accurate pressure gauge up to pressure of 1.6 MPa,

accuracy of 0.6 % or better

b) source of the pressure oil - pressure liquid pump

c) source of DC current, voltage of 16 to 32 V, current of max. 1 A

d) device for checking of individual levels closing

e) seal tongs and other normal workshop equipment

Special Z 800 testing device can be used for calibration.

Fig. 402

Adjusting elements Adjusting lever for setting of second level contact closing

Adjusting lever for setting of first level contact closing



77.15.00 Page 501

Jul 1, 2003


On pages

501 to 504

Name of work

Check on adjustment of torque channel Manpower required (Manhours)


General:

To secure the required range of contact closing of the first level of limiting and of the range of torque limiter intervention, it is necessary to check these ranges on each engine after installing to the airframe, after the LUN 1476-8 pressure switch replacement and during periodic checkouts.

Check of contact closing of the first limiting level.

1.1 Start up and warm the engine according to instructions given in the flight operation manual.

1.2 Moving slowly the engine control lever increase the generator speed till signalling light on the panel „IELU STBY“ - first limiting level lights on.

1.3 Read the torque value at which the signal „IELU STBY“ appeared.

1.4 The obtained value of torque must be in the range of 65 to 75 %. Otherwise the cause of the defect is to be traced (check the adjustment of the first level of the pressure switch according to Technological Instructions 77.15.00, page 402, point 2.1.1).

Z 800 Calibration device

Pressure pump

Double ended spanner 5.5x7 mm



Spanner s=15 mm

Washer 5.2 ONL 3288.2 - 2 pcs

Washer 4.2 LMN 3290 - 1pc

Binding wire dia 0.63 mm of stainless steel 17 246.4




77.15.00 Page 502 Jul 1, 2003


On pages

501 to 504

Name of work



2. Torque channel check done by loading the propeller.

2.1 When the engine is warmed up, the propeller control lever is

on the stop corresponding to max. speed, increase the

generator speed by means of the engine control lever up to

the torque range of 103 to 106 %. The value of generator

speed is limited by ITT = 735 °C.

2.2 If the torque of 106 % was not reached the propeller speed

is to be decreased to attain required torque when the

signalling lamp „PARAMETER EXCEEDING“ must be on.

Watch carefully the value of torque corresponding to the

signalling lamp just alight. Torque corresponding to this

point is to be in the range of 103 to 106 %. Propeller speed

can be reduced to value 1700 rpm.

NOTE: If it is not possible to reach this range of torque it is

necessary to carry out the check according to the

point 3.

2.3 If requested values for signalling lamps lighting on

according to point 1.4 and 2.2 were not reached, re-adjust

the LUN 1476-8 pressure switch according to Technological

Instructions 77.15.00, page 403, point 2.1.2. Enter

necessary data into instrument log and repeat the check.



77.15.00 Page 503

Jul 1, 2003


On pages

501 to 504

Name of work



3. Checking the torque channel by means of the pressurizing

pump.

3.1 Disconnect the screw union of tubes Dwg. No. S 601-841

and S 601-840 (manifold feeding oil from torquemeter of

reduction gearbox and manifold distributing oil to devices

LUN 1540.02-8, LUN 3280-8 and LUN 1476-8 and to the

airframe instrument DMP-15A).

3.2 Loosen two nuts LN 5167 of bolts LN 5084, which fasten

bushings M601-8048.8, M601-8060.8 and M601-8061.8 of

the feeding tube M601-840.6 to the front air baffle. Remove

the bushings. Unlock one bolt Dwg. No. LN 5135 that

attaches the bracket Dwg. No. M 601-846 to the pad of the

pin of the containment ring. Unlock and screw off nut of the

pipe M601-840.6 from tube connecting the following

instruments: LUN 1540.02-8, LUN 3280-8, LUN 1476-8 and

DMP-15A. Connect through port (after bushings removal)

outlet of the pressurizing pump.

3.3 Turn on the system of limiters in the cockpit of the airplane.



77.15.00 Page 504 Jul 1, 2003


On pages

501 to 504

Name of work



3.4 Using the pressurizing pump increase the oil pressure and

read the value of torque on the indicator in cockpit

corresponding to signalling lamp „PARAMETER

EXCEEDING“ alight. With correct adjustment of LUN 1476-8

pressure switch the signalling lamp should be alight in

torque range of 103 to 106 %.

3.5 If requested values are not reached according to point 3.4

re-adjust the LUN 1476-8 pressure switch according to

Technological Instructions 77.15.00, page 403, point 2.1.2.

Enter necessary data into instrument log and repeat the

check.

3.6 If the values are in accordance with para. 3.4 disconnect

source of pressure oil and connect the pipe Dwg. No. M601-

840.6. Lock the nut with binding wire. Fasten the tube clamp

with bolt using new locking washer 5.2 ONL 3288.2 to pad

of containment ring pin. Pull on bushings on the pipe and

fasten then to the front air baffle using cover sheets and two

bolts LN 5167 with self-locking nuts LN 5167 and washers

LN 5165.

3.7 De-aerate the manifold.



77.20.00 Page 1

Jul 1, 2003

T E M P E R A T U R E M E A S U R I N G I N S T R U M E N T S


The engine is equipped with the following temperature measuring instruments

– interturbine temperature transmitters

– electric resistance oil thermometer transmitter

The first of the above-mentioned instruments has its own indicator and supplies signal to the

integrated electronic limiter unit. The other has a common indicator with oil and fuel

pressure.



77.20.00 Page 2 Jul 1, 2003



77.20.00 Page 201

Jul 1, 2003

T E M P E R A T U R E M E A S U R I N G I N S T R U M E N T S

SERVICING

Temperature measuring instruments require no periodic servicing during operation.

The procedure of replacement of the LUN 1358-8 transmitter of resistance oil thermometer is

described in 77.22.00 and the procedure of replacement of the LUN 1377 interturbine

temperature transmitter is described in 77.21.00.



77.20.00 Page 202 Jul 1, 2003



77.21.00 Page 1

Jul 1, 2003

L U N 1 3 7 7 - 8 I N T E R T U R B I N E T E M P E R A T U R E

T R A N S M I T T E R


The set of transmitters together with the LUN 1370.02-8 temperature indicator serve for

remote measurement of interturbine temperature. Temperature transmitters are mounted by

two screws to the outlet casing. There is a set of 9 transmitters per one engine parallel

connected by bus bars and terminated by cable eyes.

The cable eyes are connected by compensation wiring to the LUN 1370.02-8 indicator and to

the integrated electronic limiter unit (LUN 5260.04). These instruments are included in the

airframe installation.

The chromel - alumel thermocouples in order to avoid the interchange of leads when parallel

connecting them to bus bars have 4 mm dia hole in the chromel terminal and 5 mm dia hole

in the alumel terminal. Hot gas streaming along the thermocouple shield heats the hot

junction of the thermocouple; resulting thermoelectric force is proportional to the gas

temperature. Resulting voltage is transferred to magneto electric system of the indicator and

to the integrated electronic limiter unit.

Range of operating temperature of thermocouples is from 0 to 900 °C and for a short period

to 1200 °C.



77.21.00 Page 2 Jul 1, 2003



77.21.00 Page 401

Jul 1, 2003


On pages

401 to 405

Name of work

Interturbine temperature transmitter The LUN 1377-8 thermocouples - replacement of



1. Removal

1.1 Using the spanner s=7 mm for chromel outlet and s=9 mm for

alumel outlet release and unscrew the unions on terminals of

thermocouples.

1.2 Using the caulking chisel release lock washers on screws of

thermocouple flanges.

1.3 Using the spanner s=8 mm release and unscrew the screws

fixing the thermocouple flange to outlet casing.

1.4 Remove the thermocouple. In some cases it is necessary to

remove the thermocouple using a screwdriver.


5.5 x 7 mm


8 x 9 mm

Pipe wrench 7 mm

Pipe wrench 8 mm


9 x 10 mm

Caulking chisel

Screwdriver

Bending washer

5.2 ONL 3288.2 - 18 pcs




77.21.00 Page 402 Jul 1, 2003


On pages

401 to 405

Name of work




2. Installation

2.1 Slide the thermocouple in the hole in the outlet casing.

2.2 Slide new lock washers on the screws. Using spanner s=8 mm, screw and tighten the screws which fasten thermocouples to the outlet casing.

2.3 Using the caulking chisel secure the lock washers.

2.4 Slide cable eyes of thermocouple harness on screws connecting outlet wires with thermocouple and tighten self-locking nuts on the thermocouple terminals using spanners s=7 mm and s=9 mm.

3. Check on transmitters and thermocouple harness

3.1 Firstly a visual inspection of transmitters and thermocouple harness has to be carried out. Among the most frequent defects belong: broken outlet, broken jacket, cracked collar of transmitter body, damaged isolation of transmitter, broken cable eye on harness wiring.

If no defect is found at visual inspection the following measurement is to be carried out:

3.2 The outlets of harness wiring CH-A are to be short-circuited and insulation resistance between short-circuited outlets and engine frame is to be measured. Insulation resistance must be greater than 5 kΩ. It is measured at 100 V (DC) using e.g. the Megmet.



77.21.00 Page 403

Jul 1, 2003


On pages

401 to 405

Name of work




3.3 Then the electrical resistance of parallel joined transmitters including connecting wiring must be measured. Resistance R 0.5 is to be measured between outlets of wires CH-A of section 0.5 mm2 (IELU); resistance R 2.5 is to be measured between outlets of wires CH-A of section 2.5 mm2 (for indicator).

R 0.5 is to be within 2.7 to 3.1 Ω

R 2.5 is to be within 0.7 to 1.1 Ω.

It is measured for instance by means of multimeter RFT 1002.500.

3.4 Procedure of check of individual thermocouples on the engine is as follows:

The alumel bus bar must be disconnected from individual thermocouples. Using the resistance meter - accuracy class 1 % - resistance of the transmitter is measured at its outlets. At normal ambient temperature and at relative humidity of 30 to 80 % - the resistance must be within 1.0 ± 0.3 Ω.

The measurement is repeated twice (I, II) at change of polarity of resistance meter (change in current supply); the resistance is estimated as a mean value from both measurements: R = (RI + RII) / 2

3.5 Then the insulation resistance between thermocouple outlets and outlet casing is measured by means of an insulation resistance meter (at the voltage of 100 V DC). The meter is connected with its one pole to disconnected terminal of the thermocouple and with its other pole to metal flange of the thermocouple. Insulation resistance must be min. 50 kΩ at normal ambient temperature and at relative humidity of 30 to 80 %.

When servicing thermocouple system a due care has to be paid namely not to overpole, not to short-circuit, not to bend, not to tear down etc.



77.21.00 Page 404 Jul 1, 2003


On pages

401 to 405

Name of work




4. Replacement of temperature transmitters and bus bars

(harness)

4.1 Faulty transmitters are replaced by new ones with the same

group of calibration. Interchanging of calibration groups is

prohibited. The group is marked in the log and on the cover

of transmitter.

4.2 Bus bar (harness) is universal. Damaged bus bar is to be

replaced by a new one.

4.3 Total resistance of the compensating line with connected

bus bar should be 8 ±0.1 Ω at ITT indicator terminal at

ambient temperature of 20 ±5 °C.

Additional adjustment to this value of resistance should be

carried out by means of the RCEJCH. resistor (change in

manganese wire length, the wire is soldered by tin solder).

The resistor is situated in the connector plug of the

compensating line to the indicator (ref. Fig. 401).



77.21.00 Page 405

Jul 1, 2003


On pages

401 to 405

Name of work




DIAGRAM OF THE CONNECTOR PLUG OF THE COMPENSATING LINE AND OF THERMOCOUPLES WIRING

Fig. 401

Resistor RCEJCH.

ALUMEL

LUN 1370.02-8 Indicator

Lighting 5 V

CHROMEL

RCEJCH.

The LUN 1377-8 thermocouples



77.21.00 Page 406 Jul 1, 2003



77.22.00 Page 1

Jul 1, 2003

L U N 1 3 5 8 - 8 T R A N S M I T T E R O F E L E C T R I C R E S I S T A N C E

O I L T H E R M O M E T E R


The transmitter of electric resistance oil thermometer together with the

LUN 1538.01-8/LUN 1538.09-8 triple indicator form a set for remote oil temperature

measurement. The resistance oil temperature transmitter is located at the rear of the engine

on the accessory gearbox. Its sensor is submerged in the oil tank, i.e. it measures the oil

temperature in the oil tank.

The principle of operation of the transmitter is based on physical properties of resistance

winding. Electric resistance varies with the temperature of surrounding medium. Changes in

electric resistance are measured by the triple indicator, which indicates temperature of oil in

centigrade degrees. The triple indicator is located on the instrument panel in the cockpit; it is

included in the airframe installation.



77.22.00 Page 2 Jul 1, 2003



77.22.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

LUN 1358-8 electric resistance thermometer transmitter - replacement of


0.33


1. Removal

1.1 Open the drain valve and drain oil from the tank into a

prepared clean container.

1.2 Unlock the union nut of the 774.24-8 socket, unscrew it and

pull it out from the temperature transmitter.

1.3 Release and unscrew the temperature transmitter from the

casing, using spanner s=19 mm.

Oil container

- volume of 10 litres

Screwdriver

Flat pliers

Nippers

Spanner s=19 mm



- 0.5 m




77.22.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

LUN 1358-8 electric resistance thermometer transmitter - replacement of


0.33


2. Installation

2.1 Depreserve the temperature transmitter; check it for

possible transport defects.

2.2 Enter the results of check into the appliance log.

2.3 Screw the temperature transmitter together with the packing

ring in the case and tighten it by a spanner s=19 mm.

2.4 Insert the 774.24-8 socket, screw on and tighten the union

nut and secure with locking wire.

2.5 Refill oil into the oil tank.



77.22.00 Page 501

Jul 1, 2003


On pages

501 to 502

Name of work

Inspection of the LUN 1358-8 electric resistance thermometer transmitter



Inspection after 900 ± 30 hours in operation

This inspection is carried out periodically after 900 ± 30 flight

hours. Inaccuracy and insulation resistance of resistance

transmitter are checked. The check is performed as follows:

Transmitter inaccuracy check.

1. The transmitter is removed from the engine according to

Technological Instructions 77.22.00 pages 401 to 402.

Resistance of the transmitter winding is measured at 0 °C

and at +100 °C.

Heater

Container 0.3 l

Thermometer 100 °C ± 0.1

Connecting cable

Megmet (100 V DC)

insulation tester

Wheatstone bridge

Spanner s=19 mm Water 0.3 l

Ice 0.25 kg




77.22.00 Page 502 Jul 1, 2003


On pages

501 to 502

Name of work

Inspection of the LUN 1358-8 electric resistance thermometer transmitter



a) Resistance measurement is performed at 0 °C by submersion of the stem of the transmitter up to the hexagonal part into the melting ice. After 15 minutes of submersion the resistance of winding is measured using the Wheatstone bridge instrument, of accuracy class 0.05 or better. The resistance of winding must be 90.1 ± 0.35 Ω. The resistance is further measured at +100 °C.

b) The same procedure is used when measuring the winding resistance at +100 °C with that only difference that the transmitter stem is submerged for a period of 5 minutes into boiling water. Temperature during this test is measured by means of thermometer, of accuracy 0.1 °C. Winding resistance is to be 129.8 ± 0.6 Ω.

When measuring the resistance of winding, the resistance of the connecting leads must be excluded.

2. Insulation resistance check.

a) The socket is to be disconnected from the LUN 1358-8 transmitter.

b) Using an insulation tester (Megmet) (100 V DC) the insulation resistance of socket/plug connection of the instrument is measured. The socket/plug contact is short-circuited and insulation resistance between them and the case of the transmitter is measured. Under standard conditions the insulation resistance is to be min. 20 MΩ.

3. If the measured values exceed the allowed tolerance the transmitter must be scrapped.



77.40.00 Page 1

Jul 1, 2003

P R E S S U R E M O N I T O R I N G I N S T R U M E N T S


The following pressure monitoring instruments are used:

– fuel pressure transmitter

– oil pressure transmitter

– oil pressure switch

The first two instruments have a combined indicator together with oil temperature indicator,

the last mentioned instrument transmits signal for the pilot signalling panel in the cockpit.



77.40.00 Page 2 Jul 1, 2003



77.40.00 Page 201

Jul 1, 2003

P R E S S U R E M O N I T O R I N G I N S T R U M E N T S

SERVICING

Pressure monitoring instruments require no periodic servicing during operation.

Procedure of faulty instrument replacement is described in the following technological

instructions.



77.40.00 Page 202 Jul 1, 2003



77.41.00 Page 1

Jul 1, 2003

L U N 1 5 5 9 - 8 / L U N 1 5 5 9 . 0 1 - 8

F U E L P R E S S U R E T R A N S M I T T E R


The fuel pressure transmitter is located at the airframe fire bulkhead and senses the fuel

pressure before entering the fuel system of the engine. The transmitter operates together

with a triple indicator type LUN 1538.01-8, which is located on the instrument panel in the

cockpit. Fuel to the transmitter is fed through the union on the airframe bulkhead in the left

lower part of the fuel inlet manifold of the engine. The measuring range of the instrument is 0

to 1.6 MPa, the working range for the engine is 0.05 to 1.2 MPa.

Fuel pressure transmitter operates on the basis of the deflections of diaphragm caused by

fuel pressure, thus electrical properties of the exciting coils are changed. The deflection of

diaphragm changes the air gap between the yoke and exciting coils and consequently

changes the reluctance of magnetic circuit. By change in reluctance also the magnetic flux in

the circuit is changed. Change in magnetic flux causes proportional changes of exciting coils

inductivity and impedance. Electric currents in the coils turn by the transmitter armature. The

position of the transmitter armature is the same as the position of the pointer in the

evaluating mechanism of the triple indicator.



77.41.00 Page 2 Jul 1, 2003



77.41.00 Page 401

Jul 1, 2003


On pages

401

Name of work

The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of


0.50


Replacement of the fuel pressure transmitter, is performed

according to instructions given by the airplane manufacturer.




77.41.00 Page 402 Jul 1, 2003



77.42.00 Page 1

Jul 1, 2003

L U N 1 5 5 8 - 8 / L U N 1 5 5 8 . 0 1 - 8

O I L P R E S S U R E T R A N S M I T T E R


The oil pressure transmitter is located on the airplane fire bulkhead; it indicates engine oil

pressure. The LUN 1558-8 transmitter operates with the triple indicator, type LUN 1538.01-8

and the LUN 1558.01-8 transmitter operates with the triple indicator, type LUN 1538.09-8.

The triple indicator is located on the instrument panel in the cockpit. Oil is fed to the

transmitter from the union on the manifold supplying oil to the pressure switch at the rear wall

of the accessory gearbox.

The principle of operation is the same as that of the fuel pressure transmitter.



77.42.00 Page 2 Jul 1, 2003



77.42.00 Page 401

Jul 1, 2003


On pages

401

Name of work

LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of


0.50


Replacement of the oil pressure transmitter is performed

according to the instructions given by the airplane manufacturer.




77.42.00 Page 402 Jul 1, 2003



77.43.00 Page 1

Jul 1, 2003

1.25K LUN 1469.32-8 PRESSURE SWITCH


The pressure switch is located on the top of the engine, in the contact plane of the

compressor inlet casing and the accessory gearbox.

This switch signalises oil pressure drop in the oil system. A signalling lamp on the panel in

the cockpit is connected into the circuit of the pressure switch. When oil pressure drops

below 0.125 MPa the signalling lamp is on. When the oil pressure rises again the lamp is

switched off.

The pressure measuring system of the instrument consists of a measuring piston with a

limited stroke and a spring with adjustable force. Pressure oil fed into the instrument acts on

the piston. When pressure drops under the nominal value the spring moves the piston. This

motion is transferred by a rod to microswitch which closes the circuit and the signalling lamp

on the panel signals the oil pressure drop in the oil system. When the pressure rises again

the microswitch opens the signalling lamp circuit and the light is switched off.



77.43.00 Page 2 Jul 1, 2003



77.43.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

Replacement of the 1.25K LUN 1469.32-8 pressure switch (minimum oil pressure signaller)


1.50


1. Removal

1.1 Unlock and unscrew the connector union nut and remove

the socket.

1.2 Unlock, loosen and unscrew the union nut of inlet manifold,

using spanner s=15 (17) mm.

1.3 Unlock, loosen and unscrew the bolt on the pressure switch

holder, using spanner s=11 mm.

1.4 Remove the transmitter and enter the necessary information

into the instrument log.

Z 800 Calibration device Flat pliers


mm


mm

Spanner

s=15 mm M601-9027.4

Nippers

Packing rings

8x12 ČSN 02 9310.3 - 2 pcs






77.43.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

Replacement of the 1.25K LUN 1469.32-8 pressure switch (minimum oil pressure signaller)


1.50


2. Installation

2.1 Make ready the new pressure switch for installing on the

engine.

2.2 Insert the pressure switch into the holder, screw on the nut

and tighten by a spanner s=11 mm.

2.3 Screw on the union nut of inlet manifold and tighten by a

spanner s=15 (17) mm.

2.4 Insert the connector plug and tighten the union nut.

2.5 Lock all joints.



77.44.00 Page 1

Jul 1, 2003

L U N 1 5 8 1 - 8 M I N I M U M O I L L E V E L S I G N A L L E R


The LUN 1581-8 minimum oil level signaller is located in the lower part of the engine on the

accessory gearbox.

The role of this transmitter is to signal the oil level drop when the engine is at rest. There is a

signalling lamp on the instrument panel in the cockpit that is alight after push button

depressing while the engine is at rest if the oil level would drop below the admissible level.



77.44.00 Page 2 Jul 1, 2003



77.44.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

The LUN 1581-8 minimum oil level signaller - replacement ofManpower required (Manhours)


1. Removal

1.1 Drain oil from the accessory gearbox.

1.2 Unlock and disconnect the socket/plug connection.

1.3 Using the caulking chisel unlock bending lock washers on

the signaller flange.

1.4 Using the spanner s=8 mm loosen and unscrew the bolts on

signaller flange.

1.5 Remove the signaller.

Caulking chisel


8x9 mm

Washer

5.2 LMN 3290 - 5 pcs




77.44.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

The LUN 1581-8 minimum oil level signaller - replacement ofManpower required (Manhours)


2. Installation

2.1 Insert the signaller into the hole for signaller in the lower

part of the accessory gearbox.

2.2 Put the new lock washers on the bolts, screw the bolts and

tighten them by the spanner s=8 mm.

2.3 Using the caulking chisel secure the bending lock washers.

2.4 Connect the socket/plug connection to the signaller, tighten

the union nut and secure it with locking wire.

2.5 Pour oil through the filling neck into the accessory gearbox.



77.50.00 Page 1

Jul 1, 2003

C R I T I C A L P A R A M E T E R S L I M I T I N G I N S T R U M E N T S


Critical parameters limiting instruments are incorporated in the control system of the engine.

They include the integrated electronic limiter unit and the pressure switch for automatic

propeller feathering.



77.50.00 Page 2 Jul 1, 2003



77.50.00 Page 201

Jul 1, 2003

C R I T I C A L P A R A M E T E R S L I M I T I N G I N S T R U M E N T S

SERVICING

The LUN 3280-8 pressure switch for automatic propeller feathering, requires no periodic

servicing during operation.

Working procedure for replacement of damaged instrument - if necessary - is given in the

technological instructions 77.52.00, pages 401 to 402.

The LUN 5260.04 integrated electronic limiter unit (IELU), its servicing and replacement - if

necessary - is carried out according to instruction given by the airplane manufacturer.



77.50.00 Page 202 Jul 1, 2003



77.51.00 Page 101

Jul 1, 2003

L U N 5 2 6 0 . 0 4

I N T E G R A T E D E L E C T R O N I C L I M I T E R U N I T

TROUBLESHOOTING

The LUN 5260.04 device is designed as a system of five independent limiters with common

outlet. A failure can be characterized as the condition of this device at which any of

corresponding parameters is out of tolerance given in flight operation manual.

A failure of the LUN 5260.04 IELU can be discovered using the Z 1086 device.

Discovery of a faulty element and remedy can be carried out only by the manufacturer or by

a service center that disposes of workers trained in the manufacturing plant.



77.51.00 Page 102 Jul 1, 2003



77.51.00 Page 301

Jul 1, 2003


On pages

301

Name of work

LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing



Servicing

The LUN 5260.04 device has no adjusting elements and does

not require any servicing. It is switched on to operation in

conditions given in the flight manual by the switch located

on the ceiling panel in the cockpit of the airplane.




77.51.00 Page 302 Jul 1, 2003



77.51.00 Page 801

Jul 1, 2003


On pages

801

Name of work

The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of



Current repairs

Can be performed provided the seals remain intact. If the

instrument seal is removed only personnel by the manufacturer

or approved service center are authorized to realize the repairs.

See

page 101




77.51.00 Page 802 Jul 1, 2003



77.51.00 Page 901

Jul 1, 2003

L U N 5 2 6 0 . 0 4


INSTRUCTIONS FOR INSTRUMENTS STORAGE

1. The products accepted by customer’s representative and packed in boxes are stored in

heated and well-ventilated rooms. Air temperature must be minimum +10 °C and

maximum +30 °C. Relative humidity of air is to be 40 to 70 %. Abrupt temperature

changes are unacceptable.

2. The floors in storage rooms must be made of wood with protective coating, of xylolith or

covered by paving tiles; they must not be made of concrete, cement or of pressed soil.

The products are deposited on shelves made of wood having relative humidity max. 20

%. The shelves must be standing 40 cm in front of the wall as the minimum. The

shelves must be provided with curtains made of light cloth in order to protect

instruments from dust and radiation of sun.

3. Storing rooms must be protected from various gas as chlorine, ammonia vapours etc.

Storing of chemical substances, especially acids and lyes is prohibited.

4. Entry into storehouses of ready-made products where the products accepted

by customer’s representative are stored is allowed only to persons accompanied

by the customer’s representative.

NOTE: If the instruments are delivered individually (as spare parts for example) to regions

with heavy climatic conditions the packing and preservation technique of products

must comply with requirements for overseas transport and storage in tropical

conditions. This requirement must be stated in the order.



77.51.00 Page 902 Jul 1, 2003



77.51.00 Page 1001 Jul 1, 2003

L U N 5 2 6 0 . 0 4


INSTRUMENTS TRANSPORTATION

1. Cardboard boxes can be in no case used as shipping packing. During transport the

instruments in cardboard boxes must be put into a transportation case made of hard

material and big enough provided with waterproof layer or internally lined with

bituminous paper according to ČSN 50 3460 (GOST 515-41). Cases containing

products must be protected from displacement during transport. Empty space between

the boxes must be filled with dry wood or paper wool or with other convenient damping

material. The minimum distance between the walls of the case and cardboard boxes

must be 50 mm. The space between walls of the case and cardboard boxes must be

filled with wood wool or similar damping materials as well.

2. Using a template designate by unwashable marking as follows:

a) a number of packing list

b) „Handle with care“, „Instruments“

c) “Do not drop“, „Do not toss“

d) „Upside“, „Open here“

Markings according to points a), b), c) are applied on two side walls of the case

whereas marking according to point d) on the cover. Besides on one of side walls of

the case the address of supplier and consignee must be stated. The case must be

closed by iron bands and sealed with seals of customer and manufacturer. For local

transport the manufacturer will agree the suitable way of transport with customer’s

representative.

3. Into each case a packing list must be put stating contents of the case. The list must be

put into an envelope and under waterproof paper in the upper part of the case to

protect it from any damage.

4. Cardboard boxes and cases must be made according to standards or drawings of the

manufacturer. These drawings must be approved by customer’s representative and

must be enclosed to design drawings of products.



77.51.00 Page 1002 Jul 1, 2003

5. Inner packing (cardboard boxes) must be rigid and able to protect the product during

transport.

6. The outer packing (case) must sufficiently protect boxes with products during transport

on the railroad and in freight automobile riding on paved and even unpaved roads.

Material of the outer packing (case) must not contain more humidity than 20 %.

7. The case must be able of repeated use in transport of products from storehouse.

8. Gross weight of the case must not exceed 50 kg. Quantity of boxes that can be put into

the case must be stated for every product separately, with the consent of customer.



77.52.00 Page 1

Jul 1, 2003

L U N 3 2 8 0 - 8 P R E S S U R E S W I T C H F O R

A U T O M A T I C P R O P E L L E R F E A T H E R I N G


The pressure switch for automatic propeller feathering is located on a bracket in the space of

engine intake in the same plane as the torque transmitter and torque limiter pressure switch.

The pressure switch has two levels of contact closing. At the higher pressure level it closes

the circuits for automatic trimming of airplane rolling in the electric installation of the airplane

and blocks the function of automatic feathering of the second engine. At the lower pressure

level it closes circuit of automatic feathering, by an independent pair of contacts switches the

limiter over to the lower level of ITT limit when starting-up the engine and simultaneously

switches on a circuit limiting the rate of temperature growth.



77.52.00 Page 2 Jul 1, 2003



77.52.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

The LUN 3280-8 automatic propeller feathering pressure switch - replacement of


1.00


1. Removal

1.1 Unlock, loosen and unscrew the static pressure manifold nuts, at all transmitters, using spanner s=12 mm.

1.2 Unlock, loosen and unscrew the union nut of inlet pressure manifold, using spanner s=15 (17) mm.

1.3 Unlock and unscrew the connector union nut and remove the socket.

1.4 Unlock, loosen and unscrew the inlet union nut, using spanner s=27 mm.

1.5 Remove the transmitter and entry a note into the instrument log.

Z 800 calibrating device Double ended spanner 11x12 mm




Nippers

Flat pliers


Binding wire dia 0.63 mm of stainless steel 17 246.6 - 0.5 m




77.52.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

The LUN 3280-8 automatic propeller feathering pressure switch - replacement of


1.00


1. Installation

2.1 Make ready a new instrument for installation on the engine

according to instructions in the instrument log.

2.2 Insert the transmitter into the holder, screw on the nut and

tighten with a spanner s=27 mm.

2.3 Screw on the union nut of inlet manifold and tighten by a

spanner s=15 (17) mm.

2.4 Insert the connector socket and tighten the union nut.

De-aerate the installation.

2.5 Install the static pressure manifold using new packing rings

8x12 ČSN 02 9310.3 - 8 pcs and tighten the nut by a

spanner s=12 mm.




77.55.00 Page 1

Jul 1, 2003

L U N 5 2 6 0 . 0 4 I N T E G R A T E D E L E C T R O N I C L I M I T E R U N I T ( I E L U )


The LUN 5260.04 IELU is a part of a two-level system of parameters limiting, as a

supplementary unit to the main control system of the engine. The device is mounted in the

airframe. Together with the LUN 6590.05-8 fuel control unit it protects the engine by power

limiting i.e. by decreasing the fuel supply in case when one or more limited parameters of the

engine exceed the nominal value. These parameters are as follows:

– generator speed nG

– propeller speed nV

– interturbine gas temperature ITT

– propeller shaft torque Mk

– rate of interturbine temperature increase (dITT/dt)

Input signals are fed to the LUN 5260.04 IELU from the respective transmitters and switches.

The output control current the value of that is proportional to the value of the excess and the

number of signals of exceeded limited parameters - is fed into the LUN 6590.05-8 fuel control

unit that reduces the engine fuel supply.

The LUN 5260.04 IELU is an electronic instrument incorporating semiconductor elements

(transistors, integrated circuits). Individual components are mounted on printed circuit cards.

Electric input and output is put in effect by means of the socket/plug connectors except the

compensation lines of thermocouples that are connected to a special terminal board by cable

eyes. Card circuits are fastened in a frame and the whole unit is spring-mounted in the

airframe.

The IELU is not fitted with actuating elements. The design of the IELU enables testing of

control channels of the generator speed nG, propeller speed nV and the propeller shaft torque

Mk by means of the „TEST“ circuit. This is put in operation by the switch and the press-button

that is located on the front panel. The control channel of the interturbine temperature limiter

ITT is checked by switching-on the „IELU“ switch that is located on the instrument panel of

the airplane.

Block diagram is shown in Fig. 1.



77.55.00 Page 2 Jul 1, 2003

BLOCK DIAGRAM OF THE IELU IN THE ENGINE CONTROL SYSTEM

Fig. 1

UMk

U ITT

fnV

fnG

+ voltage

-

28 V U

dITTdtLUN 6590.XX

LUN 5260.XX

„K“

Indication of parameter exceeding



77.55.00 Page 3

Jul 1, 2003

The wire to „First level of limiting“ signaller and the wire to signalling lamp „PARAMETER

EXCEEDING“ are connected by means of the socket/plug connections to the IELU

Description of electronic circuits

The limiters of nG, nV, ITT, Mk, dITT/dt, the final signalling stage, power source and the

supplement for two-level limiting are connected to four printed cards. The circuit for the

generator and propeller speed limiting levels „TEST“ is located in the instrument and it is put

in effect by the switch and the push-button on the front panel of the IELU.

Limiter of nG

The input signal of voltage UnGef = 3.5 V is of almost sinusoidal shape with frequency

proportional to the gas generator speed. This is fed from the LUN 1333.12-8 transmitter into

conditioning circuit of the limiter nG. Here the signal is converted to pulses that activate a

monostable flip-flop circuit the output of that are rectangular alternating pulses. These pulses

are further changed in the converter into DC voltage that is proportional to the input signal

frequency from the LUN 1333.12-8 transmitter. The comparator-amplifier compares this

voltage with a reference voltage that corresponds to nominal voltage of nG signal for

beginning of intervention. Reference voltage is corrected for ambient air temperature that is

transferred by P-5(7) transmitter. The comparator lets through only the signals of positive

speed deviations into the end stage. In the end stage the deviation voltage is converted into

equivalent current that feeds the LUN 6590.05-8 electrohydraulic transducer (EHT) across

the relay contacts.

Limiter of nV

The propeller speed limiter nV works quite analogically to the generator speed limiter nG.



77.55.00 Page 4 Jul 1, 2003

Limiter of ITT

The voltage from the LUN 1377-8 thermocouples is fed by compensating line (that is parallel to compensating line of the indicator) to terminal block of the LUN 5260.04 IELU to that the input bridge circuit of the temperature limiter is connected. In the input bridge circuit - that can be characterized by constant current - a voltage control difference is created and by the help of resistor located in inlet hollow terminal a compensation of the circuit to the temperature of the terminals is effected. Due to the voltage drop on the resistor when the electronic switch is closed the reference value of ITT is reduced to the value of „CHECK“ mode. The electronic switch is closed either by a push-button in the cockpit or by closing the switch contact of the LUN 3280-8 automatic feathering unit during the period of the starting panel operation.

The control voltage deviation is then amplified in a symmetrical amplifier and the positive deviation is fed into the correction amplifier; further function is similar to the function of the nG

limiter.

Limiter of torque Mk

From the contact of the LUN 1476-8 pressure switch of torque limiter, the signal voltage U = 10 V is fed to the output amplifier. In the amplifier the voltage of the signal is converted into current that feeds the LUN 6590.05-8 electrohydraulic transducer through the contacts of the relay.

Limiter of dITT/dt

The signal from the thermocouples is fed to the derivative amplifier. At the output of the derivative amplifier there is a DC voltage that is proportional to the rate of thermocouples voltage increase (temperature rise). The voltage proportional to the temperature rate is filtered and applied on the comparator circuit where it is compared with the reference voltage corresponding to the nominal rate. Positive deviation from the required rate is passed through the contacts of the relay to the correction amplifier and further operation is similar to that of the limiting member of nG. The relay is closed and thus the limiter dITT/dt is effective only on „CHECK“ mode or on „START “ mode of the engine when the push-button „IELU“ is short-circuited by the contact of the LUN 3280-8 automatic feathering switch or by the starting panel timing relay.



77.55.00 Page 5

Jul 1, 2003

Two levels of limiting

Two levels of limiting according to the permitted decrease in engine rating enables the relay that by its contacts connects the electro-hydraulic transducer in the fuel control unit to the end stage of the IELU, i.e. to the control current source.

The relay contacts connect the electro-hydraulic transducer to the IELU outlet stage under the conditions as follows:

1. the undercarriage switch is closed (undercarriage retracted) and the radioaltimeter output voltage on the „Instrument“ input corresponds with the prescribed flight altitude (above 700 m SOL to app. 3700 m ISA).

2. the propeller switch is on (signalling of the propeller pitch under the minimum flight pitch),

3. the torque transmitter contact is closed as the prescribed torque is reached - first level of limiting,

4. the relay in the limiter circuit of dITT/dt is closed (mode „START“ or mode „CHECK“).

The instrument provides the limiting system quite automatically with:

1. switching over of the first limiting level to the second limiting level and back in the prescribed flight altitude (app. 700 m SOL) and when the undercarriage has been retracted or lowered; further the switch-over to the first limiting level when radioaltimeter is off;

2. switching - over to the second limiting level when reversing or starting the engine.

„CHECK“ mode circuit

„CHECK“ mode is switched on by pushing the push button „IELU“ on the front instrument panel of the airplane or by closing the contacts of automatic feathering switch when timing relay is put in operation at engine starting. By closing any of these contacts an accessory voltage source in the LUN 5260.04 IELU is activated. This reduces nominal value of the input signal for intervention of ITT limiter. In this way the limiting function of temperature limiter during starting is carried out. Simultaneously this mode enables to check ITT limiter function during engine operation - by depressing the push-button IELU when the temperature ITT is higher than the pre-set value for decreased rating.

In the „CHECK“ mode the limiter dITT/dt is put in operation. The function of other limiters is not changed in this mode.



77.55.00 Page 6 Jul 1, 2003

„TEST“ circuit

The „TEST“ circuit that is housed in the instrument and is actived by the switch on the front

panel of IELU enables to check the function of the limiters of the generator speed nG, the

propeller speed nV and the torque Mk. The check is carried out by a consecutive decreasing

reference level of limiting values set in individual channels by the aid of connected resistor.

No 1 position of the switch corresponds to normal operation and to the check of the

channel for limitation of corrected generator speed.

No. 2 position of the switch corresponds to the check of channel for limitation of generator

true speed nG.

No. 3 position of the switch corresponds to the check of channel for limitation of the propeller

speed nV.

No. 4 position of the switch corresponds to the check of channel for the torque Mk limiting.

Signalling

1. Light signal of closing of the relay that connects the electro-hydraulic transducer in fuel

control unit to the IELU output is indicated by a signalling lamp in the cockpit.

2. Signalling of the controlling current at IELU output is indicated by the signalling lamp on

the panel in the cockpit. An electronic switch activates this lamp every time the control

current appears at the IELU output. This signalises intervention of any of the limiting

channels.



77.55.00 Page 401

Jul 1, 2003


On pages

401

Name of work

The LUN 5260.04 integrated electronic limiter unit - removal and installation of


1.00


Removal and installation

The device is located on the ceiling panel in the cockpit of the

airplane.

The installation of the device consists of:

- inserting of the device into socket/plug connector in the 990-P7

spring-mounted frame

- connecting of Chr and Al eyes and grounding terminal of the

compensation wiring on the front panel of the instrument.

Removal is carried out in reverse sequence.

After the instrument replacement check the intervention of

limiters according to the Technological Instructions 77.55.00

page 501.




77.55.00 Page 402 Jul 1, 2003



77.55.00 Page 501

Jul 1, 2003


On pages

501

Name of work

The LUN 5260.04 integrated electronic limiter unit, adjustment and testing


1.00


Adjustment and testing

- The LUN 5260.04 instrument has no adjusting elements.

This instrument may be tested using appropriate testing

equipment. Using this equipment the reference levels of input

signals for the start of intervention are tested according to the

values mentioned in the instrument log. Also signalling and the

„Check“ mode are tested. The LUN 5260.04 instrument can be

partly tested as installed in the aircraft. This is performed by

functional testing of limiters operation according to the Airplane

Flight Manual, as follows:

1. Ref. the Technological Instructions 77.55.00 page 601 to 604

2. Check switching of the first level of limiting - see the Airplane

Flight Manual

3. Limiter operation check by interturbine temperature (ITT)

limiting - see the Airplane Flight Manual.

4. Check of function of the channel for the torque Mk limiting -

see the Airplane Flight Manual.

Z 796 a




77.55.00 Page 502 Jul 1, 2003



77.55.00 Page 601

Jul 1, 2003


On pages

601 to 604

Name of work

Integrated electronic limiter unit check using the „TEST“ circuit


1.00


1. Generator speed limiter check (corrected values)

1.1 Start the engine and warm it up according to the Airplane

Flight Manual

1.2 In the passenger cabin between the 14th and 15th

bulkheads remove the left and right ceiling panels.

1.3 On the LUN 5260.04 IELU set the „TEST“ switch to position 1.

1.4 Set the ground idle.

1.5 Press the IELU push-button and the „TEST“ push-button.

1.6 Slowly moving the engine control lever (ECL) increase the

generator speed. (The propeller control level PCL must be

in position for maximum propeller speed).

1.7 Read the generator speed at that the signalling lamp

„PARAMETER EXCEEDING“ is alight.

1.8 If function of the generator speed limiter is correct the signal

light must be illuminated at the generator speed of 81 to 86

%.

1.9 When a difference is found out check the connecting wiring.

The defect can be rectified by replacement of the

LUN 1333.12-8 transmitter or the LUN 5260.04 IELU.




77.55.00 Page 602 Jul 1, 2003


On pages

601 to 604

Name of work



1.00


2. Generator speed limiter check (true values)

2.1 At the ground idle turn the switch „TEST“ into position 2.

2.2 Press the „IELU“ push-button and the „TEST“ push-button.

2.3 Slowly moving the engine control lever ECL increase the

generator speed. (The propeller control lever PCL must be

in position for maximum propeller speed).

2.4 Read the generator speed at that the signalling light

„PARAMETER EXCEEDING“ is alight.

2.5 With correct function of the generator speed limiter the

signalling light must be switched on at generator speed 81

to 86 %.

Replacement of

LUN 1333.12-8

or

LUN 5260.04

2.6 When a difference is found out rectify the defect by

checking the wiring or replacing the LUN 1333.12-8

transmitter - or the LUN 5260.04 IELU.



77.55.00 Page 603

Jul 1, 2003


On pages

601 to 604

Name of work



1.00


3. Propeller speed limiter check

3.1 At the ground idle switch over the „TEST“ switch into the

position 3.

3.2 Press the „IELU“ and the „TEST“ push buttons.

3.3 Slowly moving the engine control lever ECL increase the

generator speed. (the propeller control lever PCL must be in

position of maximum propeller speed).

3.4 Read the propeller speed at that the signalling lamp

„PARAMETER EXCEEDING“ is switched on.

3.5 With correct function of propeller speed limiter the signalling

lamp must be switched on at the propeller speed in the

range of 1544 to 1640 r.p.m.

Replacement of

LUN 1333.12-8

or

LUN 5260.04

3.6 If a difference was found rectify the defect by checking the

wiring, or/and replacing the LUN 1333.12-8 transmitter, or

the LUN 5260.04 IELU.



77.55.00 Page 604 Jul 1, 2003


On pages

601 to 604

Name of work



1.00


4. Torque limiter check

4.1 At the ground idle switch over the „TEST“ switch into

position 4.

4.2 Press the „TEST“ push-button on the LUN 5260.04.

4.3 Move slowly, the engine control lever ECL into the position

for take-off rating.

4.4 The correct function of the limiter is shown by intermittent

signal of the signalling lamp „PARAMETER EXCEEDING“ in

the range of Mk = 65 to 75 %.

LUN 5260.04

replacement

4.5 When not functioning correctly rectify the defect by

replacing the LUN 5260.04 IELU.

4.6 After having finished the IELU check switch over the „TEST“

switch into position 1.

4.7 Shut-down the engine according to the procedure given in

the Airplane Flight Manual.

4.8 Fasten the ceiling panels in the passenger cabin.



77.55.00 Page 605

Jul 1, 2003


On pages

605 to 606

Name of work

Check on operation of the Integrated Electronic Limiter Unit Manpower required (Manhours)


1. Check of the first level of limiting switching on

1.1 Start up the engine and warm it up.

1.2 Moving slowly the engine control lever increase the generator speed.

1.3 Read the value of torque at that the signalling lamp „IELU STBY“ is alight - the first limiting level.

1.4 This value is to be within 65 to 75 %. Otherwise it is necessary to find the cause of trouble.

2. Check by limiting the ITT at ambient temperatures above –10 °C

2.1 At engine rating corresponding to the acceleration datum press the push-button, „IELU CHECK “.

2.2 Displace slowly the engine control lever up to the position corresponding to max. generator speed. The propeller control lever must be in a position corresponding to the maximum propeller speed. Correct function of limiters is proved by the fact that after reaching the ITT limit the generator speed does not increase even if the engine control lever is moved further towards the position of maximum generator speed.




77.55.00 Page 606 Jul 1, 2003


On pages

605 to 606

Name of work

Check on operation of the Integrated Electronic Limiter Unit Manpower required (Manhours)


CAUTION:

IF THE INTER-TURBINE TEMPERATURE IS INCREASING

ABOVE THE LIMIT 680 °C IT IS PROHIBITED TO

CONTINUE INCREASING GENERATOR SPEED. ENGINE

CONTROL LEVER IS TO BE RETURNED TO INITIAL

POSITION AND THE CAUSE OF TROUBLE MUST BE

ELIMINATED.

2.3 Read the mean value of inter-turbine temperature. Check

the signal „PARAMETER EXCEEDING“ on the panel.

2.4 The mean inter-turbine temperature during the check is to

be within 623 to 680 °C. Otherwise it is necessary to find out

the cause of trouble.

2.5 Slow down to the acceleration datum. Check extinction of

signal „PARAMETER EXCEEDING“ on the panel.

2.6 Release the push-button „IELU check“

2.7 During the check on IELU function according to points 2.1 to

2.6 fluctuations of generator speed, propeller speed, inter-

turbine temperature and torque are admitted.

NOTE: At lower temperatures, as far as the IELU

intervention as described above has not been put

into effect it is necessary:

a) turn on the airplane heating

b) turn on the nacelle heating at the intake duct inlet


MAINTENANCE PART No. 0982055

77.56.00 Page 601

Jul 1, 2003


On pages

601 to 602

Name of work

LUN 5223 generator speed derivative element - check of Manpower required (Manhours)


1. Start and warm up the engine according to the Airplane Flight

Manual.

2. In the passenger cabin between the 14th and the 15th

bulkheads remove the left and the right ceiling panels

fastened by self-holding stripes VELCRO.

3. Push the button „IELU“ and hold it in pushed down position

during the whole testing time.

4. Set a higher engine rating by the ECL. This has to be just

under the IELU intervention level so that the signalling lamp

„PARAMETER EXCEEDING“ will be still not alight.

5. Switch over the „TEST“ switch on the LUN 5260.04 IELU to

position No. 4.

6. Push the TEST push-button on LUN 5260.04 for app. 0.5 sec

and then release for 1 sec and push again.

7. When pushing the push-button for the second time follow the

signalling of LED on the LUN 5223 derivative element which

at correct function of the instrument must be alight for about

3 sec. If the LED does not operate or if it does in another

phase of the test, the instrument is defective.



MAINTENANCE PART No. 0982055

77.56.00 Page 602 Jul 1, 2003


On pages

601 to 602

Name of work

LUN 5223 generator speed derivative element - check of Manpower required (Manhours)


8. Release the push-buttons „IELU“ and „TEST“ and switch

over the „TEST“ switch to position 1.

9. Shut-down off the engine according to the procedure given

in the Airplane Flight Manual.

10. Fasten the ceiling panels in the passenger cabin.

NOTE: During normal engine operation the diode is on/off

in accordance with the derivative element

intervention.



78

EXHAUST SYSTEM




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003



point

Page

Date

78 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 78 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 78 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 78.10.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 601 Jul 1, 2003 602 Blank Jul 1, 2003 801 Jul 1, 2003 802 Jul 1, 2003 803 Jul 1, 2003 804 Blank Jul 1, 2003


point

Page

Date




Jul 1, 2003

CONTENTS

78.10.00 EXHAUST NOZZLES - Description and operation - Troubleshooting - Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7 - Exhaust nozzle-visual inspection - Exhaust nozzle repair - Welding of exhaust nozzle cracks



78.10.00 Page 1

Jul 1, 2003

E X H A U S T N O Z Z L E S


Engine air path is terminated by two exhaust nozzles which direct hot gas from the exhaust

system into ambient atmosphere. The nozzles change the direction of streaming gas from

radial into approximately axial direction, with a small deviation downwards.

Each exhaust nozzle consists of a flange, and a shell. The bends are attached to the outlet

duct on opposite sides, app. in a horizontal plane. Each nozzle, incl. its insert, is fastened to

the flange of the outlet casing by means of bolts and nuts.

Exhaust nozzles are welded from stainless steel.



78.10.00 Page 2 Jul 1, 2003



78.10.00 Page 101

Jul 1, 2003

E X H A U S T N O Z Z L E S

TROUBLESHOOTING


1. Crack on nozzle Increased local dynamic stresses

See TI 78.10.00, pages 601, 801, 802

2. Deformation in exhaust nozzle shell

Foreign body impact See TI 78.10.00, pages 601, 801, 802



78.10.00 Page 102 Jul 1, 2003



78.10.00 Page 401

Jul 1, 2003


On pages

401 to 402

Name of work

Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7



1. Removal

1.1 Using the caulking chisel M601-9026.4 unlock lock washers

at all 8 nuts that keep the exhaust nozzles attached to the

engine outlet casing.

1.2 Loosen and screw off the LN 5281 nuts using flat-box or

side-spanner s=9 mm and remove the lock washers, then

pull out the bolts M601-4556.6.

1.3 Remove the exhaust nozzle manually.

CAUTION: AT EXHAUST NOZZLES REMOVAL THE

M601-467.7 INSERT MUST REMAIN

ATTACHED TO THE OUTLET CASING. WHEN

REMOVING THE NOZZLES - ONLY ONE OF

BOTH SCREW CONNECTIONS CAN BE

LOOSENED. BOTH NOZZLES MUST BE NOT

REMOVED SIMULTANEOUSLY.

Hammer

Caulking chisel

M 601-9026.4

Screwdriver

Flat-box or side spanner

s=9 mm

Lock washers

6.2 ONL 3288.2 - 8 pcs




78.10.00 Page 402 Jul 1, 2003


On pages

401 to 402

Name of work

Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7



2. Check both mating surfaces of exhaust nozzles and

M601-467.7 inserts.

2.1 Fit the new exhaust nozzle.

CAUTION: BECAUSE OF DIFFERENT SHAPE OF THE

RIGHT AND THE LEFT EXHAUST NOZZLE,

FIT THEM ON THE ENGINE, WITH FLANGE

RECESS R10 ALWAYS FACING UPWARDS,

PROVIDED AT THE SAME TIME THE

DIRECTION OF GAS STREAM IS APPR.

OPPOSITE TO THE DIRECTION OF FLIGHT.

2.2 Fit in the bolts with lock washers, slide the 6.2 ONL 3288.2

lock washers under the nuts and screw on the LN 5281

nuts.

2.3 Hold the lock washers in proper position by a screwdriver

while tightening the nuts using spanner s=9 mm.

2.4 Lock the nuts by lock washers using caulking chisel and a

hammer.

3. Enter the exhaust nozzle replacement the Engine Log Book.



78.10.00 Page 601

Jul 1, 2003


On pages

601

Name of work

Exhaust nozzle-visual inspection


0.33


1. Check visually the exhaust nozzle shell for cracks and

deformation.

2. Check locking of nozzle fastening bolts.

See TI

78.10.00

Pages 801

to 802

See TI

78.10.00

Page 101




78.10.00 Page 602 Jul 1, 2003



78.10.00 Page 801

Jul 1, 2003


On pages

801 to 802

Name of work

Exhaust nozzle repair Manpower required (Manhours)

1.5


1. Remove the damaged exhaust nozzle. See pages

401 to 402

2. Establish the extent of cracks using the dye penetrate

process. Should the nozzle be repaired on aerodrome the

ends of cracks are to be found by means of a 10-times

magnifying glass.

3. Cracks that enter the spot welds on the upper and lower

side of the nozzle are to be repaired as follows:

3.0.1 Cracks up to 20 mm length: At the ends of cracks the

holes of 1.5 mm dia are to be drilled to stop further

propagation of the crack; sharp edges of holes are to be

rounded.

3.0.2 Cracks longer than 20 mm: the nozzle is to be removed

and sent in a repair shop.

Welding

according to

TI 78.10.00,

page 803

10 times magnifying glass

Kit for dye penetrate

inspection

1.5 mm dia drill




78.10.00 Page 802 Jul 1, 2003


On pages

801 to 802

Name of work

Exhaust nozzle repair Manpower required (Manhours)

1.5


3.1 Repair of the cracks starting at the reinforcing border of

the nozzle:

3.1.1 If cracks are found, remove the nozzle and send it to the

repair shop.

Weld

according to

78.10.00

page 803

3.2 Repair of exhaust nozzle shell:

3.2.1 At local outward bulging, projecting from the surface of

exhaust nozzle shell not more than 3 mm, the nozzle can

be used without repair.

3.2.2 If building of the shell exceeds 3 mm, carry out the dye

penetrate inspection of the affected area, or inspect it

using the 10-times magnifying glass. In case the cracks

are not found the exhaust nozzle can be used without

repair.

3.2.3 If the shell is found punctured remove the nozzle from the

engine. If the crack is shorter than 20 mm stop the crack

propagation by drilling holes at its ends by a 1.5 mm dia

drill. The sharp edges of the holes are not to be rounded.

3.2.4 If the damaged portion of the shell is longer than 20 mm,

remove the nozzle and send it to the repair shop.

Weld

according to

TI 78.10.00

page 803



78.10.00 Page 803

Jul 1, 2003


On pages

803

Name of work

Welding of exhaust nozzle cracks


0.3


1. Determine the length of cracks before welding. Drill the holes

of 1.5 mm dia at their ends.

2. Weld the crack at full length by the TIG (tungsten inert gas)

weld.

3. Grind the weld flat. In inaccessible spots the welds need not

be ground. Transition between ground and ungrounded weld

must be smooth and gradual without sharp edges and steps.

4. Surrounding metal must not be thinned down by grinding.

5. There must not be any crack in the transition zone between

base metal and the weld itself. Check with 10-times

magnifying glass. There must not be any burnout in the weld.

6. Welding procedure is to be argon - arc welding, using

tungsten or thoriated tungsten electrode with stainless steel

17 246.4 filler metal.

10-times magnifying glass Welding apparatus




78.10.00 Page 804 Jul 1, 2003



79

LUBRICATION SYSTEM




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003



point

Page

Date

79 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 79 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 79 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 79.00.00 1 Jul 1, 2003 2 Jul 1, 2003 79.10.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 5 Jul 1, 2003 6 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Jul 1, 2003 607 Jul 1, 2003 608 Jul 1, 2003 609 Jul 1, 2003 610 Blank Jul 1, 2003


point

Page

Date

79.20.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 601 Jul 1, 2003 602 Jul 1, 2003 603 Jul 1, 2003 604 Jul 1, 2003 605 Jul 1, 2003 606 Jul 1, 2003 607 Jul 1, 2003 608 Blank Jul 1, 2003 79.30.00 1 Jul 1, 2003 2 Jul 1, 2003 79.40.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 79.50.00 1 Jul 1, 2003 2 Jul 1, 2003 301 Jul 1, 2003 302 Jul 1, 2003 303 Jul 1, 2003 304 Jul 1, 2003 305 Jul 1, 2003 306 Jul 1, 2003 307 Jul 1, 2003 308 Blank Jul 1, 2003




Jul 1, 2003

CONTENTS

79.00.00 LUBRICATION SYSTEM - Description and operation

79.10.00 ENGINE LUBRICATION SYSTEM - Description and operation - Troubleshooting - Engine magnetic plugs - check - Cleaning and replacement oil filter cartridge. Evaluation of the retained metal

abrasive wear.

79.20.00 LUBRICATION SYSTEM MANIFOLDS - Description and operation - Lubrication system-check on tightness - Engine and accessories - check on tightness

79.30.00 MONITORING INSTRUMENTS - Description and operation

79.40.00 LUBRICATION SYSTEM ADJUSTMENT - Description and operation

79.50.00 OIL FILTERING - Description and operation - Oil quantity check, oil replenishment - Filling the engine with oil, lubrication system de-aerating - Engine oil discharging



79.00.00 Page 1

Jul 1, 2003

L U B R I C A T I O N S Y S T E M


The engine has a single, independent, pressure oil circulation lubrication system with

a single oil tank, incorporated in the engine.

Lubrication system provides for lubrication and cooling of all bearings and gears in the

engine. Pressure oil is used in accessories for metering torque in reduction gearbox and for

propeller speed governing (pitch control). There are also other devices incorporated in the

airframe, which are connected to the engine lubricating system.

Oil is also used for flaw-detection of parts that are in contact with the oil.

The propeller, fitted on the front end of the engine, is controlled by two-channel (two-way)

hydraulic system of the propeller speed governor and by the electrohydraulic actuator. In the

rear of the engine, behind the accessory gearbox there is fuel/oil heat exchanger with fuel

temperature control and the air/oil cooler with oil temperature control. The electric feathering

pump with „on“ indication is fitted on the fire bulkhead behind the engine.

Oil grades in compliance with the Operation Manual (Manual Part No. 0982404) can be used

in the lubrication system. The oil ensures satisfactory cooling and lubrication of gears and

bearings in the whole range of operational conditions.



79.00.00 Page 2 Jul 1, 2003

In the engine itself there are four compartments through which the oil circulates as follows:

1. Common reduction gearbox and power turbine shaft oil compartment (see 72.10.00).

Pressure oil is directed inside the reduction gearbox casing to each lubricated part as

well as to the torquemeter and propeller governor.

Return oil is collected in the reduction gearbox casing sump. From the sump the oil is

sucked by a pump in the accessory gearbox.

2. Gas generator turbine bearing space (see 72.51.00). Pressure oil lubricating the

bearing flows into the bearing cover space and is scavenged by the pump in the

accessory gearbox. Oil manifold outside the engine includes a cylindrical sump for

collecting oil after the engine shutdown.

3. Internal space of accessory gearbox.

The space is divided into two parts - the common space of gears of the accessory

gearbox and of the axial compressor bearing, and the other one, which is actually the

engine oil tank.

4. Internal space of the alternator gearbox.

Oil is fed to the lubricated parts and then the oil is returned from gear compartment via

bushing to the gear compartment of the accessory gearbox.

5. Oil manifolds

The oil spaces are interconnected by the pressure and return oil manifolds situated

mainly outside the engine. Cooler and other airframe-installed devices are connected

to the engine lubricating system by flexible hoses.



79.10.00 Page 1

Jul 1, 2003

E N G I N E L U B R I C A T I O N S Y S T E M


The accessory gearbox houses the main components providing function of engine lubrication

system. They are as follows - the oil tank, both pressure and scavenge pumps, main oil filter,

oil pressure reducing valve etc. (see section 72.63.00). Function of the system is evident

from the lubrication system diagram.

The purpose of the pressure pump is to deliver oil to the engine through both the protective

strainer and the main filter (description of oil filter - see section 79.50.00). The by-pass valve

by-passes the oil in case of the main filter clogging. It provides for a parallel oil path through

the oil filter enabling thus emergency function of the oil system. Upstream of the filter there is

the pressure reducing valve the aim of which is to control max. pressure in the system by

means of oil by-passing back to the oil tank.

Lubrication circuit pressure branch is provided with feeds leading both to the reduction

gearbox bearings and to the accessory gearbox.

Oil to compressor bearing is fed through the accessory gearbox. The strainer located in the

oil tank is common for both lubricating of the accessory gearbox rotating parts and the

compressor bearing.

Oil to the generator turbine bearing is supplied by branch tube from the oil manifold to the

reduction gearbox through the protective strainer and a nozzle (see section 79.50.00).

The pressure manifold, supplying pressure oil into reduction gearbox connects the accessory

gearbox to the reduction gearbox. Pressure oil passes through a protecting strainer, then is

branched to power turbine rotor bearing, to reduction gearbox bearings and gears, into

torquemeter and propeller governor and further through the electro-hydraulic actuator and

propeller shaft inside the reduction gearbox compartment into the propeller hub itself

(reduction gearbox oil system - see section 72.13.00).



79.10.00 Page 2 Jul 1, 2003

Return oil is scavenged by return pumps, located in the oil tank. Reduction gearbox return oil

is led to the accessory gearbox by an external pipe, fastened to the engine casing. Return oil

from the gas generator turbine bearing is fed back to the scavenge pump through a manifold

including a sump. In this sump oil escaping from the bearing after engine shut down is

collected. During engine running this sump helps to cool down overheated oil. Return oil from

the accessory gearbox is scavenged through pipes inside the accessory gearbox casing.

There is an auxiliary scavenging pump in the reduction gearbox casing. This pump feeds oil

from the power turbine disk compartment to the reduction gearbox sump whenever the oil

level rises there due to the oil level slope.

There are protection strainers upstream of all return pumps. These strainers are accessible

and could be checked from outside of the engine (see section 79.50.00).

The return oil from triple scavenge pump flows into a fuel/oil heat exchanger and from which

it passes, into oil cooler and back into the oil tank. There is a relief by-pass thermostatic

valve built into the cooler; this valve controls the oil temperature. The heat exchanger and oil

cooler, including the interconnecting hoses, are included in the aircraft oil system.

Even if the engine is not running, the propeller feathering can be ensured by an

electric-driven feathering pump, whose oil inlet is at the bottom of oil tank. The feathering

pump supplies pressure oil directly into the propeller governor.

In order to prevent congealing of the overcooled oil in the pump and piping, they are heated

by a small amount of warm oil, flowing in opposite direction when the engine is running.

There is a protection strainer in the scavenging inlet from the accessory gearbox. This

strainer can be checked from outside the engine (see section 79.50.00). The feathering

pump and connecting hoses are included in the aircraft system.

Oil compartments of the reduction gearbox, power turbine and gas generator casing have no

special de-aeration. Air entering these compartments is removed together with the return oil

and fed into the oil tank.



79.10.00 Page 3

Jul 1, 2003

Excessive air is then passed through the pressure control valve located in the accessory

gearbox into the gears compartment. There the air is cleaned in a power-driven centrifugal oil

separator and led into the atmosphere through de-aerating pipes (for oil system de-aerating

see section 72.63.20).

There are three magnetic metal-chip detector plugs in oil-washed engine compartments. One

is placed in the accessory gearbox return-oil compartment; the other are in the oil tank and in

the sump of the reduction gearbox. The reduction gearbox and the accessory gearbox

magnetic plugs are included in the metal-chip signalling system.

Oil can be discharged from both the oil tank and the oil sump at the reduction gearbox by

means of auxiliary adapter that can be screwed in the orifice after removing the magnetic

plug.



79.10.00 Page 4 Jul 1, 2003

LUBRICATION SYSTEM DIAGRAM

Fig. 1



79.10.00 Page 5

Jul 1, 2003

Legend: 1 - Filling port 20 - Oil sump 2 - Magnetic plug 21 - Torquemeter pressure transmitter 3 - Oil dip stick 22 - Minimum oil pressure switch 4 - Pressure pump 23 - Feathering pump 5 - Main oil filter 24 - Strainer before the feathering pump6 - By-pass valve of the oil filter 25 - Torque limiter switch 7 - Pressure reducing valve 26 - Protective strainer before the

reduction gearbox 8 - Torquemeter pump 27 - Automatic feathering pressure

switch 9 - Torquemeter 28 - Oil pressure transmitter

10 - Scavenging pump (3 pcs) 29 - Minimum oil level signaller 11 - Aux. scavenging pump 30 - Thermostat of the fuel/oil heat

exchanger 12 - Electromagnetic metal-chips signaller

in the accessory gearbox 31 - Gas generator turbine scavenging

pump protective strainer 13 - Centrifugal air separator 32 - Protective strainer at the auxiliary

scavenging pump inlet 14 - Oil temperature transmitter 33 - Reduction gearbox scavenging

pump protective strainer 15 - Oil cooler 34 - Magnetic plug incl. the metal chip

detector in the reduction gearbox 16 - Thermostatic valve of the oil cooler 35 - Pressure pump protective strainer 17 - De-aeration of the oil system 36 - Fuel/oil heat exchanger 18 - Strainers 38 - Air pressure control valve 19 - Propeller governor

Manifolds: I - Scavenged/return oil II - Engine lubricating and cooling pressure oil III - Torquemeter pressure oil IV - Propeller governor unit pressure oil V - Fuel

LUBRICATION SYSTEM DIAGRAM

Fig. 1 - continued



79.10.00 Page 6 Jul 1, 2003



79.10.00 Page 101

Jul 1, 2003

ENGINE LUBRICATING SYSTEM

TROUBLESHOOTING

If the ambient temperature decreases below -20 °C, no handling with the lubrication system is

permitted unless the engine is heated beforehand to attain oil temperature higher than +5 °C.


1. Low oil pressure 1) Faulty oil pressure transmitter or indicator

1) Check the wiring and instruments; replace failed instrument

2) Clogged oil filter 2) Change the oil filter cartridge

2. Oil at the compressor air bleed valve outlet

Damaged sealing rings on the starter/generator drive shaft, auxiliary drive shaft or on the speed transmitter.

Replace the sealing ring

Damaged oil system sealing in the engine inlet duct.

Tighten oil installation

3. Oil escapes through the hydraulic pump drainage

Damaged sealing ring of the hydraulic drive

Replace the sealing ring

4. Fluctuating oil pressure Clogged oil filter cartridge Replace the oil filter cartridge

5. The oil temperature exceeds the upper limit

1) Faulty oil cooling system 1) Check the cooling system and correct the faults

2) Fault in the oil scavenging system

2) Check protective strainers in the return-oil manifold and function of return pumps.

6. Increased oil consumption 1) Oil leaks in the pressure branch joints

1) Find the leakage and repair it.

2) Oil system is overfilled 2) Check the oil level 3) Labyrinth seal is

damaged 3) Check thoroughly for

other causes of increased oil consumption - otherwise hand the engine over to the manufacturer.



79.10.00 Page 102 Jul 1, 2003



79.10.00 Page 601

Jul 1, 2003


On pages

601 to 605

Name of work

Engine magnetic plugs - check



Generally:

The magnetic plug case is equipped with a valve. After screwing

off the magnetic plug the valve spring closes the discharge hole

and so prevents oil from flowing out. Leakage - if any dripping -

retain into the arranged vessel.

See

Page101

Flat pliers

Oil vessel 1 litre and 5 litres

with the sieve

Spanners s=8; 22; 27 mm

Cutting nippers

Caulking chisel

Hammer

Screwdriver

Hook M601-9028.7

„O“ ring LN 5096

Lock washer

5.2 LMN 3240 - 2 pcs

Sealing ring

14x18 ČSN 02 9310.3

Clean rag

Engine oil



- 0.4 m




79.10.00 Page 602 Jul 1, 2003


On pages

601 to 605

Name of work




1. The oil tank magnetic plug-check of.

1.1 Unlock the oil tank magnetic plug.

1.2 Place the vessel under the plug; hold the plug case by the

spanner s=27 mm in the casing; release and screw off the

plug by the spanner s=22 mm.

CAUTION: BY GIVING A SLIGHT TURN TO THE PLUG

CASE IN THE CASING LEAK-PROOFNESS

CAN BE DISTURBED AND OIL LEAK MAY

OCCUR.

1.3 Inspect the magnetic plug. Carry out evaluation of retained

metal abrasive wear – ref. 79.10.00, Page 609. Wipe off the

chips by a clean rag.

1.4 Install the clean M601-572.9 plug incl. the sealing ring

14x18 ČSN 02 9310.3 back and secure with binding wire.



79.10.00 Page 603

Jul 1, 2003


On pages

601 to 605

Name of work




2. The accessory gearbox electro-magnetic signaller check.

NOTE: The electromagnetic signaller in the accessory gearbox is to be checked if there is a large amount of chips on the magnetic plug in the oil tank or in the case of contacts, closing, signalled by the metal chips signaller indicating lamp. There is no valve preventing oil flowing out from the accessory gearbox plug. (After screwing-off the plug 0.1 l of oil can flow out as maximum.)

2.1 Unlock the electromagnetic signaller and disconnect the electric installation connector.

2.2 Place clean oil vessel (1 litre) under the plug, release (apply hexagonal not quadrangle part) and screw-off the plug. Let oil flow out to the arranged vessel.

2.3 Inspect the electromagnetic signaller; search the cause of contacts closing. Carry out evaluation of retained metal abrasive wear – ref. 79.10.00, Page 609. Wipe-off magnetic chips by a rag. Finally rinse the signaller in lacquer petrol.

2.4 Using hook M601-9028.7 from the space under the signaller pull out carefully the preserving strainer of the scavenge pump from the accessory gearbox.

2.5 Carry out evaluation of retained metal abrasive wear – ref. 79.10.00, Page 609.

2.6 Rinse the strainer in lacquer petrol.

2.7 Install the strainer in to the accessory gearbox.

2.8 Install the clean M601-543.7 electromagnetic signaller incl. the sealing washer 16x20 ČSN 02 9310.3 again; connect the connector.

2.9 Check the proper function of the signaller; secure the connections with binding wire.



79.10.00 Page 604 Jul 1, 2003


On pages

601 to 605

Name of work




3. Reduction gearbox electro-magnetic signaller check.

The reduction gearbox electro-magnetic signaller is to be checked in case of the signalling lamp signals contacts closing - i.e. crowding of chips. If the chips do not seem to have their origin in engine production and engine components damage is presumed, the reduction gearbox scavenge filter must be dismounted. In this operation oil remainder of about 1 litre will flow out.

3.1 Unlock the electric connector cap nut at the reduction gearbox electro-magnetic signaller.

3.2 Release and disconnect the connector.

3.3 Unlock the electric signaller body incl. the magnetic plug.

CAUTION: DO NOT RELEASE CASE (SCREW UNION OF THE SIGNALLER) FROM THE REDUCTION GEARBOX CASING.

3.4 Open the securing clamp and pull out the signaller body incl. the magnetic plug.

Carry out evaluation of retained metal abrasive wear – ref. 79.10.00, Page 609.

3.5 Inspect the magnetic plug. Wipe off magnetic chips by clean rag.

3.6 Install the clean electro-magnetic signaller into the port again.

3.7 Secure by the clamp.

3.8 Slip in the connector and tighten the nut.

3.9 Secure the connections and the clamp by binding wire.



79.10.00 Page 605

Jul 1, 2003


On pages

601 to 605

Name of work




4. The reduction gearbox scavenge strainer, type M601-615.4

- check of.

The strainer is to be checked only when the reduction

gearbox electric signaller signals a presence of chips. The

strainer flange is located on the left-hand side of the

reduction gearbox face above the magnetic plug with chips

signaller.

4.1 Unlock the M5 ČSN 02 1401.44 nuts and screw them off

using spanner s=8 mm.

4.2 Hold a clean vessel of the capacity of about 5 litres with a

sieve of mesh size max. 0.1 mm under the strainer.

4.3 Remove the reduction gearbox strainer by means of a

screwdriver.

4.4 Carry out evaluation of retained metal abrasive wear – ref.

79.10.00, Page 609.

4.5 Wash the strainer in petrol.

4.6 Insert or -if damaged replace the „O“ ring LN 5096.

4.7 Install the strainer in the reduction gearbox again; slide on

new securing washers 5.2 LMN 3240 and screw the

M5 ČSN 02 1401.44 nuts; tighten them using spanner

s=8 mm and secure.

4.8 Refill up oil into the engine.



79.10.00 Page 606 Jul 1, 2003


On pages

606 to 609

Name of work

Cleaning and replacement of the oil filter cartridge. Evaluation of the retained metal abrasive wear.



General: The oil filter cartridge is replaced at planned

inspections Type 3, at oil pressure drop and when

defects of the engine lubrication system occurred. At

300 hours inspections when the engine oil filling is not

replaced the oil filter cartridge cleaning and inspection

is established.

1. Remove both the fire wall and alternator covers and adjust

the M601-919.4 ratchet in the inner splines to turn by the

engine for about 50 meshes of the ratchet clockwise viewing

the flange. Owing to this sense of rotation the oil is pumped

by the pressure pump from the filter into the oil tank.

2. Using the pliers remove the securing wire from the oil filter

plug screw.

Cutting pliers

Flat pliers

Screwdriver

M601-919.4 ratchet

Hook M601-5028.7

Oil filter cartridge

M601-529.7



- 0.5 m

Clean rag




79.10.00 Page 607

Jul 1, 2003


On pages

606 to 609

Name of work




3. Release the plug screw and release the yoke of the holder from the groove in the filling neck dish body by slight turn and remove the cover including the plug.

4. Using hook M601-9028.7 draw out the filter cartridge carefully from the accessory gearbox and evaluate the retained impurities and metal chips as presented in 79.10.00 on the Page 609.

As far as the oil filter cartridge is checked due to metal chips detector signalling and metal abrasive wear on the magnetic plugs has been found, the oil filter cartridge replacement is not necessary. It is sufficient to clean it in accordance with procedure described in the point 5.

5. If the oil filter cartridge has to be cleaned, the removal is coincident with procedure described in points 1 to 4 (including the evaluation of the retained impurities and metal abrasive wear).

a) After filter cartridge removal from the engine let the oil run down from the cartridge.

b) Close both sides of the filter cartridge by suitable caps to prevent contamination of the inner space of the cartridge.

c) The filter cartridge must be washed in clean petrol or kerosene and the outer surface of the cartridge including the filtration gauze must be wiped using a soft brush.

d) Remove the caps from the cartridge and blow the cartridge through, from the inner side, with dry compressed air.



79.10.00 Page 608 Jul 1, 2003


On pages

606 to 609

Name of work




6. A new or cleaned cartridge is to be inserted in the oil filter and

covered by a shim and new packing.

7. Close the filter space with a cover. Turn the plug holder into

the grooves. Tighten the plug screw by hand.

8. Secure the plug screw with a locking wire.

9. Check for cleanness of the oil filter cartridge:

After the procedure has been finished, during engine ground

test the oil pressure at max. continuous rating must be in the

range of 0.25 ±0.02 MPa at oil temperature of +20 oC to

85 oC.

CAUTION: CLOGGING OF THE OIL FILTER CARTRIDGE

THAT CAN CAUSE THE HIGH OIL PRESSURE

LOSS NEED NOT BE VISIBLE. THE CARTRIDGE

THAT SEEMS TO BE CLEAN SOMETIMES CAN BE

FAULTY. THE METALLIC GAUZE CAN BE

CLOGGED WITH VERY FINE IMPURITIES.

AS FAR AS THE REQUIREMENTS PRESENTED IN

THE POINT 9. ARE NOT MET, THE FAULTY

CARTRIDGE MUST BE REPLACED BY A NEW

ONE. THE FAULTY CARTRIDGE IS TO BE

DEFORMED APPROPRIATELY IN ORDER NOT TO

BE USED AGAIN AND DISCARDED.



79.10.00 Page 609

Jul 1, 2003


On pages

606 to 609

Name of work




Evaluation of the retained metal abrasive wear

The metal abrasive wear at standard engine operation is very

fine and pulpy. It arises mostly when the brand-new engine

starts with its flight operation. After the magnetic plugs and the

oil filter cartridge have been cleaned further engine operation is

possible without any limitation.

If the fine abrasive wear is combined with individual greater

metal chips or impurities, further engine operation is possible as

far as there is apparent that these great chips come from the

engine manufacture. The inspections of magnetic plugs and also

of the oil filter cartridge (as the case may be that the metal chips

were found on the magnetic plugs) must be repeated after

intervals of 2 to 5 hours of engine operation up to the time when

the metal abrasive wear has not be found.

As far as the metal abrasive wear occurrence repeats for a

longer time, especially when the metal particles are greater than

0.2 mm, further engine operation can be permitted only after

evaluation and decision of the Customer Support Dpt. of the

engine manufacturer or authorized service organization.



79.10.00 Page 610 Jul 1, 2003



79.20.00 Page 1

Jul 1, 2003

L U B R I C A T I O N S Y S T E M M A N I F O L D S

DESCRIPTION AND OPERATIONS

On the engine outer surface there are manifolds that either supply the oil or connect the

points where oil pressure is sensed to the applicable signalling device.

All manifolds are made of stainless steel. Unless stated otherwise, all the pipe joints are

flared out to a cone shape and screwed tight by the union nuts. All connections other than

the above-mentioned are either vacuum soldered with a nickel base solder or welded in a

protective atmosphere. When the „O“ rings are used for sealing, they are made of

fluorocarbon rubber, resistant to the oil used.

1. Reduction gearbox oil supply manifold (ID 14, length of app.1000 mm).

The manifold is connected to the reduction gearbox oil sump by a flange and two

bolts. There is a holder supporting the manifold, roughly in the middle; the other end

of the manifold is inserted through the telescopic bushing near the bottom of the

accessory gearbox. Both ends of the manifold are sealed with O-rings.

In the middle of this pipe there is a T screw fitting, providing for oil supply to the gas

generator turbine bearing.

2. The manifold for gas generator turbine bearing oil supply (ID 4, length of app.

250 mm).

One end of this pipe is connected to the reduction gearbox oil supply pipe. The

other end is fastened under the horizontal axis on the engine outlet casing there

where the pressure oil manifold enters the power turbine nozzle guide vane ring to

pass further through a protecting strainer and a nozzle to the gas-generator turbine

bearing.

3. The reduction gearbox return oil manifold (ID 20, length of app. 1100 mm).

It is connected and sealed like the reduction gearbox oil supply manifold. Both

manifolds are fastened parallel along the full length of the engine, on its bottom

side.



79.20.00 Page 2 Jul 1, 2003

4. Gas-generator turbine bearing return oil manifold (ID 8, overall length of app.

950 mm).

One end of the manifold is connected to the gas generator turbine bearing return oil

outlet under the engine middle; the other end is connected to the bottom of the

accessory gearbox.

A cylindrical sump of dia. 34 mm and 230 mm length is welded in the middle part of

the manifold.

5. Alternator gearbox manifold (ID 4, length of app. 300 mm).

It is located in the upper part of the accessory gearbox casing under the oil-filling

orifice. One of its ends is connected to a double banjo connection of accessory

gearbox pressure system; the other end is connected to a pipe-union with a nozzle

in the alternator gearbox. There is a pipe-union with a nozzle on the manifold that

serves for connection with the oil pressure transmitter.

6. Minimum oil pressure indicator manifold (ID 4, length of app. 200 mm).

One of its ends is connected to a double banjo connection of the accessory

gearbox pressure system and the other end is connected to the minimum oil

pressure signaller.

7. The manifold to the torquemeter signalling devices consists of:

a) Tube (ID 4, length of app. 600 mm) to the torquemeter pressure transmitters is

on its one end connected to the reduction gearbox upper part by a flange with

two bolts and sealed by an O-ring seal and the other end is connected to the

pipe-union of the torquemeter pressure transmitter tube.

b) Torquemeter pressure transmitter tube (ID 4, length of app. 800 mm), is located

on the top of the compressor casing and connects the torquemeter pressure oil

supply tube to the two signalling devices, to the torquemeter pressure

transmitter, connected with the torque indicator and to the DMP-15A airframe

instrument. The tube consists of seven parts with three branches soldered

between them. One of branch tubes has a double screw-union.



79.20.00 Page 3

Jul 1, 2003

8. Manifold to propeller feathering pump (ID 8, length of app. 1000 mm).

One end of the manifold is connected to the propeller speed governor. The other

end is fastened to the air baffle near the combustion chamber casing. In the

airframe the manifold is connected to the feathering pump by a hose that is a part of

airframe installation.

9. Manifold to the electro-hydraulic actuator (ID 8, length of app. 400 mm).

This manifold connects the electro-hydraulic actuator to the propeller speed

governor. At the electro-hydraulic actuator end the manifold carries a soldered

banjo connection.

Remaining manifolds and hoses that are part of the airframe oil system are connected to the

engine oil system only after engine installation in the airframe structure. This remaining

manifolds consist of hoses for supply and scavenging oil between the accessory gearbox

and oil cooler, hose for supplying oil to the feathering pump from the accessory gearbox,

hose for connecting fuel/oil heat exchanger and the hose for connecting engine pressure oil

to the oil pressure transmitter. Included in the lubrication system is also the de-aerating tube

leading from the de-aerating valve located on the accessory gearbox to the bottom of the

accessory gearbox.



79.20.00 Page 4 Jul 1, 2003



79.20.00 Page 601

Jul 1, 2003


On pages

601 to 604

Name of work

Lubrication system-check on tightness


0.33


General:

Arrange all connections so that their visual inspection can be

carried out. Check every connection drawn in the diagram in Fig.

601. If any leakage is suspected wipe the connection by a clean

rag and check for stains on the cloth. In extreme case check on

leakage by your finger.

1. Remove the engine cowlings as necessary according to the

procedure described in the airplane documentation.

Electric torch or portable

lamp

Clean rag




79.20.00 Page 602 Jul 1, 2003


On pages

601 to 604

Name of work



0.33


2. Check visually the tightness of the following connections

(ref. Fig. 601, 79.20.00, Page 604):

- the telescopic connection of the reduction gearbox return

oil manifold (Item 1) to the accessory gearbox (Item 12)

(see the diagram for the lubrication system tightness

check);

- the telescopic connection (of the pressure oil manifold

from the accessory gearbox (Item 13) to the reduction

gearbox (Item 2);

- the pipe union of the generator turbine bearing pressure oil

supply tube (Item 5);

- the pipe unions of the generator turbine bearing return oil

manifold outside the outlet casing (Item 6) and of the

accessory gearbox casing (Item 11);

- the pipe union for the generator turbine bearing pressure

oil supply manifold (Item 10);

- the pipe union for the torquemeter pressure oil manifold

located on the reduction gearbox (Item 4), and on the

torque transmitters (Items 14, 9, 8 and 17);



79.20.00 Page 603

Jul 1, 2003


On pages

601 to 604

Name of work



0.33


- the connections for oil supply manifolds to propeller

governor and electrohydraulic actuator (Item 3);

- the unions of the feathering pump (Items 7, 27),

(connections the airframe installation);

- the magnetic plugs (Items 15, 16, 18);

- the union for the oil cooler hoses (Items 19, 21);

- the minimum oil pressure transmitter connection (Items 20,

22);

- the pipe union of alternator gearbox pressure oil tube

(Items 23, 24);

- the oil pressure transmitter tube union (Items 25 and 26 - a

part of airframe installation).

3. Put on the engine cowling according to working procedure

described in the airplane documentation.



79.20.00 Page 604 Jul 1, 2003


On pages

601 to 604

Name of work



0.33


Fig. 601



79.20.00 Page 605

Jul 1, 2003


On pages

605 to 607

Name of work

Engine and accessories - check on tightness


0.33


1. Check the propeller shaft and propeller channels visually on

tightness. Leakage - if any - appears at the propeller shaft

flange (Item 1), see 79.20.00, Fig. 602.

2. Check the propeller speed transmitter drive (Item 2) and the

joint plane between the reduction gearbox and the outlet

casing (Item 3) - and the outlet casing parting plane (Item 4)

visually on tightness.

3. Check the compressor rotor packing visually on tightness.

Leakage appears at the air bleed valve (Item 5), at the screen

at the compressor inlet (Item 6) and at the lubrication system

de-aerating flange (Item 14).

4. Check the tightness of the oil filter cover and of the filling port

of the oil tank (Item 13).

5. As far as the oil leaks through the de-aeration system, most

probably it is caused by fault of the shaft packing ring of the

de-aerator inside the accessory gearbox.

See

Page 101

Torch or portable light Clean rag




79.20.00 Page 606 Jul 1, 2003


On pages

605 to 607

Name of work



0.33


6. Check the drives and flanges of engine accessories visually

on tightness as follows:

- the starter/generator drive (Item 11)

- the hydraulic pump drive (Item 8)

- the generator speed transmitter drive (Item 16)

- the FCU drive (Item 9)

- the fuel pump drive (Item 10)

- the propeller governor drive (Item 12)

- the flange of the cover of the alternator gearbox (Items 17

and 18)

- the minimum oil level signaller flange (Item 19)

- connections of the electro-hydraulic actuator with the

propeller speed governor and with the reduction gearbox

(Item 15).



79.20.00 Page 607

Jul 1, 2003


On pages

605 to 607

Name of work



0.33


Fig. 602



79.20.00 Page 608 Jul 1, 2003



79.30.00 Page 1

Jul 1, 2003

M O N I T O R I N G I N S T R U M E N T S


Proper function of lubrication system is checked in the following manner:

1. The quantity of oil in the oil tank is checked by the dipstick made of sheet strip. The

dipstick is inserted through the oil-filling orifice located on the surface of the accessory

gearbox into the oil tank. The dipstick carries gauge marks showing the upper and lower

limits of normal oil charge in litres, „MIN. 5.5“ and „MAX. 7“ respectively. This enable to

establish the oil tank content. After inserting the dipstick into the tank the tightness is

ensured by a self-locking bayonet joint.

2. Temperature of the oil in the tank is shown by the triple indicator. Electrical oil

temperature transmitter is located on the accessory gearbox face. Resistance sensor is

located in the oil charge in the tank. Triple indicator is included in the airframe

installation.

3. The oil pressure in the pressure manifold of the lubrication system is shown on the oil

pressure indicator. The oil pressure transmitter is installed downstream of the main oil

filter. Oil pressure indicator is included in the triple indicator and it is, together with its

electric wiring, a part of the aircraft system.

4. For checking of the lubrication system minimum pressure there is a minimum oil

pressure switch, which is installed on the upper part of the accessory gearbox.

4.a For minimum oil level warning check (5.5 litres) there is a signalling device in the lower

part of the accessory gearbox that serves for checking of minimum oil level when the

engine is stopped on the ground. The cockpit signalling lamp is a part of airframe

installation.

5. The torque measurement is indirect - through the oil pressure acting upon the

torquemeter piston. The oil pressure is picked up by the torquemeter oil pressure

transmitter. The cockpit torque indicator is a part of the engine installation. The oil

pressure for the torque limiter and for the automatic propeller feathering pressure switch

is picked up by corresponding probes. All three transmitters are mounted on the

brackets located on the top of compressor casing flange in the compartment of air duct.



79.30.00 Page 2 Jul 1, 2003

6. The main oil filter cartridge clogging is signalled indirectly by the lubrication system

pressure drop. When this pressure drop is detected replacement of the oil filter cartridge

is necessary.

7. Presence of increasing amount of metal chips in the oil is detected by magnetic plugs.

There is a removable, easily accessible and checkable magnetic plug in the oil tank.

There are magnetic chip detectors, fitted in compartments of the reduction gearbox and

of the accessory gearbox. These detectors are provided with electric signalling.

Signalling lamp is located in the cockpit.

A detailed description of function of all electric instruments including wiring is given in

section 77.



79.40.00 Page 1

Jul 1, 2003

L U B R I C A T I O N S Y S T E M A D J U S T M E N T


The engine lubrication system is designed to operate under normal conditions without need

to adjust it. Therefore the majority of elements are inaccessible from outside of the engine.

Elements which require adjustment also during the operation of the engine are accessible

from outside.

Oil pressure in the engine lubrication system is limited by oil pressure reducing valve, fitted

inside the oil filter liner, in a common housing with the oil filter by-pass valve.

Both valves were adjusted by the manufacturer by change in the spring force of each valve.

This is carried but by selection of total thickness of adjusting washers. It is not necessary to

change this adjustment during the operation.

The reducing valve by-passes oil from the system upstream of the filter cartridge so that

pressure will drop when filter is clogged. This pressure drop indicates the necessity of filter

cartridge replacement.

When the oil filter is fully clogged the by-pass valve opens. Amount of oil passing through

the by-pass valve then ensures engine operation for a period long enough to complete the

flight.

Oil temperature is controlled by the oil cooler thermostatic control valve. At greater

differences in cooling air temperatures it is possible to adjust the intensity of cooling by

setting the baffle in the oil cooler air duct. This baffle limits the amount of cooling air

entering the cooler during low-temperature operation. The oil cooler with thermostatic valve

and baffle are included in the airframe system.

Oil tank de-aerating is carried out through control valve adjusted in the manufacturing plant.

Air from oil comes in the accessory gearbox space. The accessory gearbox is de-aerated

through a centrifugal venting device into the ambient air.

Oil feed to individual lubricated spots is set by fixed nozzles installed and checked during

engine assembling.

Pressure in all accessories and signalling devices can be adjusted according to instructions

given in respective instrument manuals.



79.40.00 Page 2 Jul 1, 2003



79.50.00 Page 1

Jul 1, 2003

O I L F I L T E R I N G


High grade of oil purity is required. It is necessary to remove all impurities in order to ensure long life of all high-speed bearings as well as to ensure faultless operation of engine control elements.

The main means of engine oil filtering is the oil filter cartridge downstream of the pressure pump. All oil from the pump passes through this cartridge.

Other strainers in the lubrication system are for protection only. They serve for catching accidentally released coarse impurities that could damage the respective portion of the lubrication system.

Location of all protection strainers and of the oil filter cartridge is shown in the lubrication system diagram - see 79.10.00.

The main oil filter is located in the upper part of the accessory gearbox. The oil filter cartridge can be removed from the filter jacket after removing the filter cover.

In the accessory gearbox lower part there are protection strainers in the outlet of the generator turbine bearing scavenging pipe and in the feathering pump inlet. Both are of similar design, consisting of a hollow screw with perforated stem, whose central part is covered with protection screen. There is an aluminium sealing washer, preventing oil escaping after hollow screws are tightened into the casing.

There is a protection strainer in the scavenging manifold from the accessory gearbox. This strainer is located on the lower rear face of the gearbox. The strainer can be removed from its jacket after removing the magnetic plug (electromagnetic chips detector).

There are two protection strainers in the reduction gearbox oil sump. They are inserted from its forward side. One of the strainers is located in the pressure manifold supplying the reduction gearbox with oil, the other, larger one, is in the scavenging manifold, that returns oil from the reduction gearbox.

The strainers are sealed in the casing with rubber O-rings and fastened with stud bolts and nuts.

The gas generator turbine bearing oil supply (see 72.52.00) is protected from dirt penetration by a strainer, located in the pressure oil supply bushing. This bushing is located on the outlet casing. The strainer is threaded, with four longitudinal grooves.



79.50.00 Page 2 Jul 1, 2003

Remaining protection strainers, fitted inside the engine, are listed below:

The compressor bearing and accessory gearbox protection strainer, the power turbine

rotor auxiliary scavenging pump strainer, the torquemeter pump strainer located in the

reduction gearbox casing, the main pressure pump strainer in the accessory gearbox.

For separation of magnetic particles and thus for checking of some engine components on

wear, there are magnetic plugs fitted in the lubrication system. One plug is located in the

accessory gearbox scavenging branch. Other two magnetic plugs located in the reduction

gearbox sump and in the oil tank, are self-sealing; the reduction gearbox plug is combined

with a chip detector. The oil does not spill out after these two plugs have been removed

because disc valves will close the orifices once the plugs are pulled out.

For reduction gearbox oil draining use the drain extension pipe; for oil tank draining use the

screw-on adapter. Both devices fit into the magnetic plug orifices and they open the disc

valves after inserting into the orifices.

In the reduction gearbox countershafts there are inner cavities, whose purpose is to clean

the oil by centrifugal effect. This is carried before the oil enters the antifriction bearings. The

centrifugal effect causes most of the heavier impurities from the oil to settle on the inner walls

of the compartment.

To prevent coarse impurities from entering the engine oil tank during filling of oil, the fill port

is protected by a non-removable protective strainer.

Penetration of dirt and moisture into the engine oil system is considerably limited by fitting of

an extended de-aeration pipe - see 72.63.20.



79.50.00 Page 301

Jul 1, 2003


On pages

301 to 302

Name of work

Oil quantity check, oil replenishment Manpower required (Manhours)

1.00


1. Oil quantity check following the engine shut-down

1.1 After 10 to 15 minutes following the engine shutdown, take

out the oil dipstick. It is secured by a bayonet coupling.

A screwdriver may be used to loose the coupling.

1.2 Wipe the dipstick with clean, dry rag.

1.3 Push the wiped dipstick with its bayonet coupling pins in

their grooves. Pull the dipstick out and check the oil level in

tank.

1.4 Fill up the required amount of oil into the tank, using the

funnel.

- Loosen the knurled nut with your hand, swing off the

yoke and remove the oil tank fill port cap.

- Insert the funnel into the oil fill port.

- Fill up required amount of oil.

- Remove the funnel and close the oil tank fill port.

1.5 Check again the oil level in the tank according to steps 1.1,

1.2, 1.3 and 1.4.

See

Page 101

Screwdriver

Funnel from the aircraft tool

set or an oil syringe

Clean rag

Oil in compliance with

Airplane Flight Manual




79.50.00 Page 302 Jul 1, 2003


On pages

301 to 302

Name of work

Oil quantity check, oil replenishment Manpower required (Manhours)

1.00


2. Oil quantity check preceding the engine starting

2.1 If the engine has not been run for 12 hours or more, check

the amount of oil in the tank before starting the engine.

Carry out the check according to step 1. If the oil level

remained unchanged since the last check and the quantity

of oil is sufficient, the engine is ready for operation without

refilling the oil tank.

If oil level drop is detected, make sure that oil does not

escape from the engine. Then start the engine, run it at idle

for two minutes and shut it down again.

2.2 After 10 to 15 minutes later check the oil tank contents

again.



79.50.00 Page 303

Jul 1, 2003


On pages

303 to 304

Name of work

Filling the engine with oil, lubrication system de-aerating


0.5


1. Loosen the knurled oil tank fill port nut with your hand, swing

the yoke loose and remove the oil tank fill port cap.

2. Insert the funnel hose into the oil tank fill port and fill up the

tank with 7 litres of prescribed oil.

3. Remove the funnel hose and close the tank fill port.

4. Feather the propeller with feathering pump so as to flood all

internal cavities of the propeller pitch-setting mechanism with

oil.

5. Unlock and loosen by half-turn the nuts on manifolds to all

torque transmitters and to minimum oil pressure transmitter.

Put a rag under the nuts.

Spanner 15 M601-9027.4

Oil funnel from the airplane

set

Cutting pliers

Flat-nosed pliers

Clean rag

Oil in compliance with

Airplane Flight Manual



- 0.8 m




79.50.00 Page 304 Jul 1, 2003


On pages

303 to 304

Name of work

Filling the engine with oil, lubrication system de-aerating


0.5


6. Switch on dry motoring run switch and let the engine rotate

for the whole 20 sec starting cycle so as to flood and

de-aerate the torque transmitters and the min. oil pressure

transmitter manifolds.

7. Check whether the oil appeared at all pipe connections of

the torque and minimum pressure transmitters. When the

oil does not reach the pipe connections during the engine

turning that means that piping is not sufficiently de-aerate

yet. Repeat the engine turning procedure according to the

step 6.

8. If the oil in manifold reaches to the transmitters the

manifold is de-aerate. Tighten the joint nuts at all

transmitters and secure them with locking wire.

9. Remove the oil-soaked rags. Wipe the oil remaining on the

engine with a clean rag.

10. Open the oil tank fill port again and put the funnel hose

inside.

11. Fill up the prescribed amount of appropriate oil in the tank;

check by dipstick. Total amount of oil in the engine

including oil cooler and heat exchanger is about 13 litres.

12. Remove the funnel hose from the tank fill port and close

the tank.



79.50.00 Page 305

Jul 1, 2003


On pages

305 to 307

Name of work

Engine oil discharging


0.33


Generally: There are five plugs for oil drainage - in the oil tank,

in the reduction gearbox, in the accessory gearbox,

in the oil cooler and in the fuel/oil heat exchanger.

Oil tank draining

1. Release the magnetic oil tank plug located on the accessory

gearbox bottom.

2. Place an oil canister under the plug, hold the plug socket in

the gearbox with a spanner s=27 mm, and loose and unscrew

the plug with the spanner s=22 mm.

See

Page 101

Drain plug screw adapter

M601-9020.7

Drain pipe extension

M601-903.7

Cutting pliers

Flat-nosed pliers

Spanners: s=22; 24; 27 mm

Oil canister of 8 litres

capacity

Clean rag



- 0.3 m




79.50.00 Page 306 Jul 1, 2003


On pages

305 to 307

Name of work



0.33


CAUTION: A SLIGHT TURN OF THE PLUG SOCKET CAN

DISTURB LEAK-PROOFNESS AND OIL LEAKAGE

CAN OCCUR.

3. Instead of the plug screw smoothly on the discharging pipe

union No. M601-9020.7 that opens the magnetic plug valve.

4. After the oil has been discharged screw off the discharging

pipe union.

5. Screw in and secure the magnetic plug again.

Reduction gearbox oil discharge

1. Unlock the body of the chips signaller with magnetic plug.

2. Open the securing clamp and draw out the body of the chips

signaller.

3. Put a vessel under the opening.

4. A discharge pipe extension M601-903.7 is to be slid in the

hole; the disc valve will be so opened.



79.50.00 Page 307

Jul 1, 2003


On pages

305 to 307

Name of work



0.33


5. After the oil has been discharged the discharge pipe

extension is to be put out.

6. Put in the chips signaller body with magnetic plug and secure

it by a clamp.

7. Secure the chips signaller body by binding wire.

Accessory gearbox oil discharge

1. Release the magnetic plug located on the accessory gearbox

bottom. The plug is equipped with an electrical signalling

device.

2. Put an oil canister under the plug and screw out the plug

using spanner s=24 mm. Simultaneously remove the strainer

from the accessory gearbox incl. the retaining spring.

3. After the oil has been discharged insert the strainer together

with the spring into the orifice of the accessory gearbox;

screw in the plug and secure it.

Oil cooler and fuel/oil heat exchanger discharge

Procedure for oil cooler and fuel/oil heat exchanger discharge is

given in airframe manual.



79.50.00 Page 308 Jul 1, 2003



80

STARTING




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003



point

Page

Date

80 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 80 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 80 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 80.00.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Jul 1, 2003 101 Jul 1, 2003 102 Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 505 Apr 20/01 506 Apr 20/01 507 Jul 1, 2003 508 Jul 1, 2003 509 Jul 1, 2003 510 Jul 1, 2003 511 Jul 1, 2003 512 Jul 1, 2003 513 Jul 1, 2003 514 Jul 1, 2003 515 Jul 1, 2003 516 Blank Jul 1, 2003


point

Page

Date

80.10.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 80.11.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 101 Jul 1, 2003 102 Blank Jul 1, 2003 401 Jul 1, 2003 402 Jul 1, 2003 403 Jul 1, 2003 404 Jul 1, 2003 405 Jul 1, 2003 406 Blank Jul 1, 2003 501 Jul 1, 2003 502 Jul 1, 2003 503 Jul 1, 2003 504 Jul 1, 2003 505 Jul 1, 2003 506 Jul 1, 2003 801 Jul 1, 2003 802 Jul 1, 2003 803 Jul 1, 2003 804 Jul 1, 2003 805 Jul 1, 2003 806 Jul 1, 2003 807 Jul 1, 2003 808 Jul 1, 2003 809 Jul 1, 2003 810 Blank Jul 1, 2003 811/812 Jul 1, 2003




Jul 1, 2003

CONTENTS

80.00.00 STARTING SYSTEM - General

- Description and operation - Troubleshooting - Engine starting at periodic inspections - Check of the integrated electronic limiter function

(INTEGRATED ELECTRONIC LIMITER UNIT - IELU) - Engine shut down - Motoring run

80.10.00 ROTATING UP - Description and operation

80.11.00 STARTER/GENERATOR - Description and operation - Troubleshooting - Replacement of the LUN 2132.02-8 starter/generator - Test of the LUN 2132.02-8 starter/generator - Repair of commutator surface by re-turning - Armature removal - Repair of commutator - Balancing of rotor - Armature installation



80.00.00 Page 1

Jul 1, 2003

S T A R T I N G S Y S T E M

G E N E R A L


Engine starting is provided by an automated starting cycle. The starting cycle includes

engine gas generator rotating up to the required speed, fuel delivery to the combustion

chamber with a programmed fuel flow rate and fuel ignition by torch igniters.

The starting cycle is started by depressing the corresponding push button of the starting

panel. This will activate the starter/generator, the starting fuel supply system, the low voltage

igniting system and torch igniters. The starting cycle ends approximately in the 20th second

after the starting push button has been depressed by the engine gas generator running at the

steady idling speed and by interturbine temperature stabilized at the correct value. The

interturbine temperature must not exceed the value specified for the starting cycle.

The engine is rotated up by a starter/generator that turns the gas generator. At the end of the

starting cycle electric power supply to the starter/generator is interrupted and a solid state

transistorised voltage control circuit is switched automatically into operation. This changes

the function of the starter/generator from engine starting to generate electric current. The

voltage control system is equipped with overvoltage protection and it is included in the

system of aircraft.

At the beginning of the starting cycle fuel is supplied to the fuel distributor and through the

distributor to the spray ring inside the combustion chamber.

Fuel flow rate and its variation during the starting cycle are controlled by the starting fuel

control system.



80.00.00 Page 2 Jul 1, 2003

Except for the starting fuel control system all other starting elements are controlled

automatically by a starting panel that is included in the system of airframe. When the push

button on the starting panel has been depressed the starter/generator starts to rotate up the

engine gas generator and activates the low voltage igniting system. After a brief delay the

fuel pump starts to deliver fuel from the fuel control unit to the spray ring. The fuel flow

supplied into the combustion chamber is controlled by the starting fuel control system that is

included in the fuel control unit.

The engine starting system consists of the following items:

– rotating up

– low voltage ignition system

– starting cycle

– torch igniters.

Mechanical, electrical and fuel relations among components providing for starting are

shown in Fig. 1.

NOTE: Some elements of the starting system can operate in addition to the starting cycle in

some other cases, namely:

1. During engine motoring run - by depressing a separate push button the

starter/generator will turn by the engine. This procedure should follow each

unsuccessful engine starting attempt.

2. During check of the low voltage ignition system - the low voltage ignition system

is activated by depressing a corresponding push button and it remains in

operation as long as the push button is depressed.

The procedures for starting the engine on ground and in-flight as well as the procedure for

engine motoring run for the purpose of residual fuel removal are specified in the Airplane

Flight Manual.



80.00.00 Page 3

Jul 1, 2003

Legend:

I - Supply of fuel pressurized to 0.07 MPa IV - 28 V DC power supply II - Supply of fuel pressurized to 0.15 MPa V - 2.1 kV DC power supply

III - Supply of fuel pressurized to 0.75 to 1.2 MPa 1 - Combustion chamber 7 - Starting panel 2 - Torch igniters 8 - Low voltage igniter coils 3 - Fuel distributor 9 - Spark plugs 4 - Fuel pump 10 - Circuit breaker 5 - Fuel pump electromagnetic valve 11 - Starter/generator acting as a starter6 - Fuel control unit

STARTING SYSTEM WITH LUN 2201.03-8. DIAGRAM OF WIRING AND FUEL SUPPLY SYSTEM

Fig. 1



80.00.00 Page 4 Jul 1, 2003

Legend:

I - Supply of fuel pressurized to 0.07 MPa IV - 28 V DC power supply II - Supply of fuel pressurized to 0.15 MPa V - Spark igniter power supply

III - Supply of fuel pressurized to 0.75 to 1.2 MPa 1 - Combustion chamber 7 - Starting panel 2 - Torch igniters 8 - UNISON ignition exciter 3 - Fuel distributor 9 - Spark igniters 4 - Fuel pump 10 - Circuit breaker 5 - Fuel pump electromagnetic valve 11 - Starter/generator acting as a starter 6 - Fuel control unit

STARTING SYSTEM WITH UNISON EXCITER – SCHEMATIC DIAGRAM

Fig. 2



80.00.00 Page 101

Jul 1, 2003

S T A R T I N G S Y S T E M

TROUBLESHOOTING


1. The starter/generator fails to rotate

1) Broken power supply outer lead

1) Repair the lead

2) Starter system fault 2) Check the starting panel function

3) Stone under starter/generator brush

3) Turn by the engine by hand using a ratchet

2. Too low speed for starting

1) Too low power supply voltage

1) Check and raise voltage

2) Too low power source output power

2) Raise power

3) Defective starter/generator

– soiled armature

– shortened coil

– too short brushes

3) Replace the starter/generator

replace brushes

3. Fuel in the combustion chamber fails to ignite

1) No sparks on plugs

– insufficient sparks

1a) Check the leads to the spark plugs

1b) Check the igniter system

Watch board indicator whether the voltage does not drop below 20 V

1c) Check the spark plugs



80.00.00 Page 102 Jul 1, 2003


2) The torch igniter failure 2a) Adjust the axial position of the spark plug in the torch igniter - see Technological Instructions in Section 80.30.00

2b) Check function of the electromagnetic valve of the fuel pump

2c) Check fuel pressure at the torch igniter inlet

2d) Replace the torch igniter - see Technological Instructions in Section 80.30.00

4. ITT permanently over 650 °C - or steep temperature rise to maximum value of 700 °C to 735 °C that could cause the overtemperature

1) Defective Integrated electronic limiter unit (IELU)

1a) Check the IELU function, see Technological Instructions in Section 80.00.00, pages 508 to 511

1b) If the signalling lamp on the panel flashes in the gas generator speed range of 20 to 40 % during starting cycle it is evident that the IELU operates properly

2) Leaky shut off valve at the fuel control unit

2a) Check fuel shut off valve of the FCU (no dripping is permitted)

3) Mismatched starting unit elements in the fuel control unit

3a) Adjust elements No. 50 and 41 as specified in Technological Instructions 73.21.00, pages 502 to 507.

5. Gas generator rpm sticking at low atmospheric temperatures

Frozen condensate in the air supplying manifold between compressor and the starting control system

Remove the condensate from the manifold; warm it up; either as installed or after its removal



80.00.00 Page 501

Jul 1, 2003


On pages

501 to 507

Name of work

Engine starting at periodic inspections



The engine can be started using an external power supply or

aircraft batteries. When the starter/generator is energized by an

external power supply the voltage in the aircraft electric system

must not decrease under 20 V. Start the engine energized by

aircraft batteries in case of emergency only. When starting the

engine energized by aircraft batteries the airplane upwind

position is recommended.

1. Connect the external power unit to the external power plug on

the aircraft.

See

page 101

External power supply

of 28 V




80.00.00 Page 502 Jul 1, 2003


On pages

501 to 507

Name of work




2. Basic position of actuating elements.

2.1 On the overhead panel

- BATTERY I, II switch on

Both signalling lamps GENERATOR on the panel must be

alight.

NOTE: If an external power source is connected take care

to check that its voltage does not exceed 31 V

before switching on further power consumers.

- All circuit breakers under cover switch on

- CONVERTOR 36 V I, II switch on

NOTE: When converters have been switched on orange

flags must DISAPPEAR from windows of torque

indicators.

- STARTING L.H., R.H. switch on

- INTEGRATED ELECTRONIC

LIMITER UNIT - L.H., R.H. switch on

- BOOSTER PUMP L.H., R.H. switch on



80.00.00 Page 503

Jul 1, 2003


On pages

501 to 507

Name of work




2.2 On the front control panel:

- FUEL lever (L.H., R.H.) OPEN

- Propeller control lever (L.H., R.H.) FEATHER

- Engine control lever (L.H., R.H.) IDLING

- FUEL SHUT-OFF VALVE lever (L.H., R.H.) CLOSED

- HEATING lever CLOSED

(down)

3. After the signalling lamp FUEL PRESSURE has switched

off:

3.1 On the front control panel:

(for the engine to be started)

- FUEL SHUT OFF VALVE lever OPEN

- ENGINE STARTING push button depress

The button will pop up automatically after 20 seconds and

the engine will settle at idling power without any additional

action.



80.00.00 Page 504 Jul 1, 2003


On pages

501 to 507

Name of work




3.2 Check during starting:

- interturbine temperature; enter maximum value if limit has

been exceeded into the Engine Log Book after completing

the inspection;

- gas generator speed;

- oil pressure.

CAUTION: IF THE GAS GENERATOR SPEED RISE IS

INSUFFICIENT AFTER STARTING AND/OR IF

ENGINE SPEED SHOWS A TENDENCY TO

STICKING, INCREASE THE STARTING FUEL

SUPPLY RATE BY DISPLACEMENT OF THE

ENGINE CONTROL LEVER UNTIL GAS

GENERATOR SPEED STARTS TO RISE

SMOOTHLY. ONCE THE GAS GENERATOR

SPEED STARTS TO RISE PUT THE LEVER

TO IDLING POSITION IMMEDIATELY.



80.00.00 Page 505

Jul 1, 2003


On pages

501 to 507

Name of work




4. After the engine has settled at idling speed

- Propeller control lever at max. speed stop (small angle)

NOTE:

1. The procedure described above applies both for starting

the engine using an external power supply and for starting

the engine energized by aircraft batteries.

2. When starting the engine energized by aircraft batteries

check the voltage in the aircraft system on the right hand

voltammeter (the VA-METER switch must be either in

position BATTERY I VA or II VA for L410 UVP-E airplane).

When the engine starting button has been depressed the

voltage may drop to a value not less than 18 V for less

than 4 seconds.

Before starting the other engine let batteries to be charged

for 3 to 5 minutes from the generator of the running engine

whose gas generator speed should be set at not less than

70 %.



80.00.00 Page 506 Jul 1, 2003


On pages

501 to 507

Name of work




5. Unsuccessful starting

Stop immediately the starting process by setting the FUEL

SHUT-OFF VALVE lever to CLOSED position (by pulling the

lever to a stop) if:

- interturbine temperature rises too quickly and there is a

danger that the maximum allowed temperature will be

exceeded;

- fuel will not ignite within 10 seconds after ENGINE

STARTING button was depressed (the indicator does not

show any interturbine temperature rise);

- oil pressure does not increase;

- a flame flashes from the exhaust;

- abnormal noise can be heard during starting.

CAUTION: THE MAXIMUM NUMBER OF CONSECUTIVE

ENGINE STARTING ATTEMPTS (MOTORING

RUNS) CARRIED OUT AT TWO MINUTES

INTERVAL IS FIVE. AFTERWARDS A BREAK

OF ONE HOUR IS OBLIGATORY FOR

COOLING DOWN.



80.00.00 Page 507

Jul 1, 2003


On pages

501 to 507

Name of work




6. Engine warming - up after starting

The started engine must be allowed to warm up. The engine

is allowed to warm up and simultaneously the first check of

engine operation and instrument readings is carried out.

The engine control lever is set to idling and to the

acceleration datum (flight idle). The engine warming up time

depends upon ambient temperature and must not be less

than two minutes. At air temperatures under zero centigrade

the warming up time must be extended to allow oil to reach

the prescribed temperature.



80.00.00 Page 508 Jul 1, 2003


On pages

508 to 511

Name of work

Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU)



The design of the IELU permits a simultaneous partial check of

its functions - namely to check the function of interturbine

temperature limiter function using the push buttons

INTEGRATED ELECTRONIC LIMITER UNIT on the left hand

control panel.

The IELU is switched on and off by circuit breakers

INTEGRATED ELECTRONIC LIMITER UNIT, LEFT, RIGHT on

the overhead panel (in the group ENGINES). During the roll out

phase after touchdown the system is switched on automatically

regardless whether circuit breakers INTEGRATED

ELECTRONIC LIMITER UNIT, LEFT, RIGHT are switched on or

off.

When the IELU is off the signalling lamp INTEGRATED

ELECTRONIC LIMITER UNIT for the corresponding engine will

be alight on the signalling panel. When the engine is throttled

down by a control signal delivered by the IELU signalling lamp

„PARAMETER EXCEEDING” for the corresponding engine will

be alight on the signalling panel.

The IELU operates reliably at the nominal voltage of 28 V DC, in

the range of operating voltages from 23.5 to 30.5 V and under

emergency conditions at 20 to 23.5 V DC.




80.00.00 Page 509

Jul 1, 2003


On pages

508 to 511

Name of work




1. Check on switching of the first stage of limiters

1.1 It is necessary to carry out starting and warming-up of the engine according to the Technological Instructions, pages 501 to 507, chapter 80.00.00 of this manual.

1.2 Slowly moving the engine control lever increase gas generator speed.

1.3 Read the value of torque at the moment when the signalling lamp „IELU STBY” is alight - the first stage of limitation.

1.4 Read value of torque must be in the range from 65 to 75 %. In opposite case it is necessary to find out the reason of malfunction.

2. Check using the interturbine temperature limitation - at temperatures above -10 °C

2.1 If the engine operates at rating corresponding to acceleration datum depress „IELU CHECK“.

2.2 Accelerate slowly by moving the engine control lever to position corresponding to gas generator max. speed (the propeller control lever is to be set to position corresponding to propeller max. speed).

Correct function of IELU is proved by constant generator turbine speed as soon as the limited interturbine temperature has been reached even if the engine control lever has been moved forward steadily.

CAUTION: IF THE INTERTURBINE TEMPERATURE WOULD INCREASE ABOVE THE LIMIT OF 680 °C GENERATOR SPEED MUST BE NOT FURTHER INCREASED. PUT THE ENGINE CONTROL LEVER IN THE STARTING POSITION AGAIN. FIND THE CAUSE OF TROUBLE.



80.00.00 Page 510 Jul 1, 2003


On pages

508 to 511

Name of work




2.3 Read out the mean value of interturbine temperature. Check

the function of signalling lamp „PARAMETER EXCEEDING”

on the panel.

2.4 The mean value of interturbine temperature during the

check must be within the range of 623 to 680 °C. In

opposite case it is necessary to find out the reason of

malfunction.

2.5 Decelerate the engine to acceleration datum and check the

extinction of signalling lamp „PARAMETER EXCEEDING”

on the panel.

2.6 Release the push-button „IELU CHECK“.

2.7 During checking the IELU function fluctuations in generator

speed, propeller speed, interturbine temperature and torque

are allowed.

NOTE: At low ambient temperatures, if it is not possible to

put into operation the IELU according to above

described procedure, it is necessary:

a) to switch on the cabin heating system,

b) to switch on the heating system of nacelle inlet.



80.00.00 Page 511

Jul 1, 2003


On pages

508 to 511

Name of work




3. Torque Channel function - at temperature below -10 °C

3.1 Provided the engine is warmed up and the propeller control

lever at the maximum speed stop raise the gas generator

speed.

3.2 Read the torque value at that the signalling lamp

„PARAMETER EXCEEDING” is alight.

3.3 If the system is O.K. the signalling lamp is alight in torque

range of 103 to 106 %.



80.00.00 Page 512 Jul 1, 2003


On pages

512 to 513

Name of work

Engine shut down



After a normal flight the engine must be allowed to cool down

before it is shut down.

1. Engine control lever idling

Three minutes delay. This is the minimum period for the

engine to cool down.

2. On the overhead panel:

- FEATHERING/AUTOMATIC YAW CONTROL switch off

3. On the front panel:

- Propeller control lever feather

Let the engine run for approximately 40 seconds.

So oil will be removed from the reduction gearbox.


- GENERATOR L.H./R.H. switch off




80.00.00 Page 513

Jul 1, 2003


On pages

512 to 513

Name of work

Engine shut down




- SHUT-OFF VALVE ACTUATING lever CLOSED

(backwards

to the stop)

6. After the gas generator has stopped:

On the overhead panel:

- BOOSTER PUMP - L.H./R.H. switch off


- FUEL lever OFF

- all other circuit breakers switch off

CAUTION: IF AFTER ENGINE SHUT DOWN BURNING OF

FUEL INSIDE THE ENGINE HAS BEEN

DETECTED CARRY OUT ARRANGEMENTS

DESCRIBED IN THE FOLLOWING PARAGRAPH

„MOTORING RUN“ IMMEDIATELY.



80.00.00 Page 514 Jul 1, 2003


On pages

514 to 515

Name of work

Motoring run



Motoring run is used if it is necessary to clear engine of trapped

fuel or vapours or if fuel burns inside the engine after it has been

shut down. Motoring run can be used also for filling the

lubrication system with oil.

Conditions (phases/actions):


- Engine control lever idling

- Propeller control lever feather

- FUEL SHUT-OFF VALVE actuating lever CLOSED

- FUEL lever OPEN

28 V external power source




80.00.00 Page 515

Jul 1, 2003


On pages

514 to 515

Name of work

Motoring run




- BATTERY I/II switch on

- CONVERTORS 36 V I/II switch on

- STARTING, BOOSTER PUMP switch on


- MOTORING RUN push button depress

The push button will pop up automatically

after 20 seconds.

NOTE: If necessary, motoring run can be

interrupted at any moment by

switching off the switch STARTING

on the overhead panel.

4. FUEL lever closed


- BOOSTER PUMP switch off



80.00.00 Page 516 Jul 1, 2003



80.10.00 Page 1

Jul 1, 2003

R O T A T I N G U P


The rotor of the engine gas generator is rotated up by the starter/generator. Whilst engine

running the starter/generator operates as a generator supplying the aircraft DC system. The

starter/generator is attached to the rear part of the engine - the rear wall of the accessory

gearbox. The starter/generator is attached to the casing through an intermediate flange that

is bolted to the casing by four bolts. The flange forms a part of the starter/generator. The

starter/generator is attached to the flange by a quick release clip.

The duct for cooling ram air is attached by a quick release clip as well. Torque is transferred

via a quill shaft, through splines machined on its both ends. The shaft is a part of the

starter/generator. The starter/generator outlet is wired to a contactless transistorised voltage

regulator including an overvoltage protection.

The transistorised voltage regulator is a part of the aircraft installation.



80.10.00 Page 2 Jul 1, 2003



80.11.00 Page 1

Jul 1, 2003

S T A R T E R / G E N E R A T O R


The LUN 2132.02-8 starter/generator (type designation SDS 08 s/F) is a four-pole DC

generator with shunt self-excitation. The exciting coil is supplied through a transistorised

voltage regulator. A commutating winding and a compensating winding are connected in

series with the armature winding. The series excitation winding (for starter mode of

operation) can be supplied either from an external power supply or from aircraft batteries.

The starter/generator is cooled by a twin cooling system. One cooling system is installed in

the starter/generator, the other one supplies ram air at 1.2 kPa (120 mm water column)

overpressure, to the starter/generator cooling air duct. If the ram air supply is not available

i.e. when cooled entirely by the internal cooling system the starter/generator may be

operated for not more than 30 minutes with a current load not exceeding 100 A.

Basic specification - generator mode:

Nominal voltage 28 V DC

Operating voltage 27.0 to 28.5 V

Nominal continuous current 200 A continuously

Intermittent overload when running at more than 7000 r.p.m. 250 A

Rated output power 5.6 kW continuously

Speed range 6300 to 11500 r.p.m.

Nominal excitation current at 5800 r.p.m. 7 A maximum (at ambient

temperature of 20 ±5 °C)

During starting the starter/generator can be operated 5 times for 30 seconds during each

starting cycle. The minimum interval between individual starting attempts is 2 minutes. Any

further starting attempts are permitted only after an interval of one hour. When looking on the

input shaft the sense of rotation (both when operated as a starter and as a generator) is

counterclockwise.



80.11.00 Page 2 Jul 1, 2003



80.11.00 Page 101

Jul 1, 2003

S T A R T E R / G E N E R A T O R

TROUBLESHOOTING

If Technical Specifications are not complied with contact the product support department of

the engine manufacturing plant.



80.11.00 Page 102 Jul 1, 2003



80.11.00 Page 401

Jul 1, 2003


On pages

401 to 405

Name of work

Replacement of the LUN 2132.02-8 starter/generator Manpower required (Manhours)

2.50


1. Removal

1.1 Using a special spanner s=14.3 mm and a spanner

s=10 mm (supplied in the airframe kit of accessories) loosen

and screw off self-locking nuts on the starter/generator

terminal strip and take off cable shoes from individual

screws.

1.2 Using a screwdriver and a side spanner s=8 mm loosen the

SKF hose clip on the duct supplying air into the

starter/generator housing and slip the clip on the airframe

duct bend.

1.3 Pull out the air duct bend with hand from the

starter/generator cover throat.

See

Page 101

Special spanners for

disassembling the terminal

strip


8x10 mm

Screwdriver




80.11.00 Page 402 Jul 1, 2003


On pages

401 to 405

Name of work


2.50


1.4 Release the nut on the hose clip fixing the starter/generator

flange to the engine using the spanner s=10 mm.

1.5 Hold the starter/generator with the right hand to keep it

centered and with the other hand release the catch and take

down the hose clip with one segment. There are two

segments above the hose clip - see Fig. 401. The segment

(1) is firmly attached to the hose clip, after taking down the

hose clip turn the segment (2) around its perimeter as far as

it is shifted outside the space (M) limited by the hydraulic

pump.

1.6 Support the starter/generator with both hands and pull out

from the centering shoulder and driving splines towards the

firewall. Turn the starter/generator so that its drive will face

obliquely forward and shift out the generator between

engine mount supports.

CAUTION: WHEN TAKING OUT THE

STARTER/GENERATOR BE CAREFUL NOT

TO DAMAGE THE FUEL MANIFOLD THAT IS

POSITIONED 3 CM UNDER THE

STARTER/GENERATOR FLANGE.



80.11.00 Page 403

Jul 1, 2003


On pages

401 to 405

Name of work


2.50


2. Installation

2.1 Check visually the sealing gasket of the starter/generator

drive.

2.2 Check and clean the flange seating surfaces on the

starter/generator and engine and check that the holes for

positioning pins are intact. Smear smoothly spline surface

with plastic grease AEROSHELL GREASE 6 or TOTAL

SPECIS CU.

2.3 Slip the starter/generator into its drive and on its centering

shoulder. The position of the terminal strip is evident

according to the positioning pin and the hole in flanges. If

necessary adjust the position of the starter/generator drive

by hand turning the gas generator rotor.

2.4 With the right hand hold the starter/generator on the

centering shoulder and with the left hand shift the free

segment on the connecting flanges close together. Take

care to connecting flanges fit together tight. Immediately

after slipping the free segment into the space between

hydraulic pump and starter/generator fit the segment into its

final position securing thus the starter/generator against

displacement.



80.11.00 Page 404 Jul 1, 2003


On pages

401 to 405

Name of work


2.50


2.5 Fit the hose clip with the fixed segment to the

starter/generator flange and over the free segment and

secure them with the catch. Tighten the self-locking nut on

the hose clip screw.

2.6 Fit the air supply bend into the air supply duct on the

starter/generator, fit the hose clip over lugs and tighten the

clip.

2.7 Fit cable shoes on starter/generator terminal strip screws

according to markings specified in the airframe manual and

tighten self-locking nuts using the spanner provided in the

airframe kit of tools.

2.8 Record the replacement in the Engine Log Book. Complete

the appliance logs.

2.9 Check the starter/generator for correct functioning by engine

test run.



80.11.00 Page 405

Jul 1, 2003


On pages

401 to 405

Name of work


2.50


Fig. 401

Hydraulic pump

Slip off clip in this direction

Starter/generator

Brush cover tightening screw installed on the bottom in the vertical axis

SECTION A - A



80.11.00 Page 406 Jul 1, 2003



80.11.00 Page 501

Jul 1, 2003


On pages

501 to 506

Name of work

Test of the LUN 2132.02-8 starter/generator Manpower required (Manhours)

2.0


1. Remove the starter/generator from the engine according to

the procedure described in the Technological Instructions

80.11.00, point 1. (ref. to Page 401).

1.1 Protect the starter/generator mounting pad on the engine

from dirt.

2. Test

2.1 Remove the brush cover, set back the brush retaining screw

over one pair of brushes and take out both brushes. Check

brushes for cracks and check connecting leads for frayed

spots. If any of both defects have been detected replace the

worn brushes by a new ones.

See

Page 101

24 V DC 40 A power source

Rheostat

Single-pole switch

Speed indicator of range

up to 10.000 r.p.m.

Attachment for running

in brushes

Screwdriver

Supporting blocks

No. 00 sand paper

Clean compressed air




80.11.00 Page 502 Jul 1, 2003


On pages

501 to 506

Name of work


2.0


2.2 Check starter/generator brushes for wear and replace

brushes which length after 300 hours of running have been

worn down to 18 mm or less. New brushes must be of the

same quality. After 600 ± 30 hours of operation replace the

old brushes by the new ones.

2.3 After replacing brushes they need not be grounded if the

commutator has not yet been returned (they are

pre-grounded to the commutator diameter by manufacturer).

The brushes are only run in after setting of brushes.

2.4 After replacing brushes position their leads so that they will

not interfere with brushes moving. Brushes must move

smoothly in their holders.



80.11.00 Page 503

Jul 1, 2003


On pages

501 to 506

Name of work


2.0


2.5 Check the condition of the commutator. As normal condition

and normal wear is considered blue-violet shiny carbon film

in the paths of brushes and wear of the path after 300 ± 15

hours to the depth of 0.05 mm, after 600 ± 30 hours of

running to the depth of 0.15 mm. If at an inspection rough

surface of commutator, pitted spots, scratches and burnt

spots are found or if the brush path depth reached 0.4 mm

or more it is necessary to repair the commutator according

to Technological Instructions on pages 803 to 809.

2.6 Suck off the dust from the inner compartment of

starter/generator. Blowing of individual parts of

starter/generator with compressed air can be done on

disassembled starter/generator only.

2.7 Run in brushes. Brushes are run in on the same

starter/generator in which they will be used. Following

equipment is necessary to run in brushes:

a) 24 V DC power supply

b) 400 A switch

c) rheostat of 10 Ω resistance and min. 15 A current



80.11.00 Page 504 Jul 1, 2003


On pages

501 to 506

Name of work


2.0


2.8 Clamp the starter/generator by a resilient clamp and wire it as shown in the diagram:

Fig. 501

rheostat switch

Power source

-

+ Terminals of starter/generator

E

DC

A



80.11.00 Page 505

Jul 1, 2003


On pages

501 to 506

Name of work


2.0


2.9 Running in the brushes

Put the starter/generator upon supporting blocks. Connect

the „E“ terminal on the starter/generator to the minus

terminal of 24 V DC power source. See diagram in

Fig. 501 for starter/generator terminal marking.

Connect the „C“ terminal to the plus terminal of the power

source through a rheostat and a single-pole switch. Short

the „A“ terminal to the „B“ terminal by a lead. Set

the rheostat to maximum resistance and switch on the

switch. The generator will start to run as a motor. Viewed

from the side of the commutator it will turn clockwise.

Set rheostat so that the generator will run at 5000 r.p.m.

(not over 15 V). Allow the generator to run until the

brushes sit to 100 % in the direction of rotation

and to 90 % in the axial direction.

(Running in time is approximately 24 hours).

Blow out all collected carbon dust with dry clean

compressed air.

NOTE: If after brush replacement the brushes have not

been run in it is necessary to check condition of

both brushes and commutator within first 24 hrs of

operation.

2.10 Install the brush cover.



80.11.00 Page 506 Jul 1, 2003


On pages

501 to 506

Name of work


2.0


3. Record the starter/generator check into its appliance log.

4. Install the starter/generator on the engine according to the

Technological Instructions 80.11.00, point 2., Page 403.



80.11.00 Page 801

Jul 1, 2003

Repair of commutator surface by re-turning

Contents:

1) The qualifications of workers and equipment of workshop

2) Disassembling

3) Repair of commutator

4) Balancing

5) Assembling

6) Run-in of brushes (see points 2.9 and 2.10 in chapter 80.11.00, page 505)

1.1 The qualifications of workers:

Repair works must be done by a worker-specialist who has several years of

experience and deep knowledge of instrument functioning. The final check must be

done by a responsible supervisor - technician who puts an entry into accompanying

appliance log about the repair and suitability of instrument to further operation.

1.2 The equipment of workshop:

The device must be repaired in a clean, dry and light facility free of aggressive

substances (acids, lyes etc.). The temperature in the space must be min. 20 °C at

relative humidity of max. 60 %.

1.2.1 The repair must be carried out on clean working tables covered with rubber.

1.2.2 As a cleaning substance cleaning petrol is used - necessary quantity is 500 ccm. That

is why anti-fire measures must be respected in the workshop.

1.2.3 In addition to universal tools and equipment the workshop must be equipped with:

- hand rack press

- precision turning lathe SV 18 R/100

- balancing equipment „Schenk“ R18, 3000 r.p.m.

- milling machine



80.11.00 Page 802 Jul 1, 2003

1.2.4 Tools and aids:

– closed tank for cleaning petrol

– brush

– micrometer

– slide gauge

– special puller No. 1554 1260 for rear bearing

– cutting tool for commutator re-turning

– chamfering tool to commutator edges 21 N 92 900

– centres for commutator re-turning

– socket spanner 9 mm and 14 mm

– screwdrivers 6 mm and 8 mm

– hook for carbon brush extracting

– general-purpose puller for removing the armature from the stator

– grinding fixture No. 1554 1170

– torque spanner with shank of opening 9 mm (for nuts of clamps)

– dial indicator 0.001 mm on magnetic stand

– fixture for forcing the friction flange on the shaft 1554 1236

– fixture for run out measurement 1587 1059

– cast iron insert 1587 1185

– gauge to dim. 221 ± 0.3 mm No. 1582 1039



80.11.00 Page 803

Jul 1, 2003


On pages

803 to 805

Name of work

Armature removal Manpower required (Manhours)


2. Individual parts are dismantled according to Figure 801,

Page 811/812 acc. to the working procedure as follows:

2.1 Using the socket spanner 9 mm release clamps (2) and

(41), take down air duct (1) and mounting flange (38). By

turning the ventilator cover (3) (to the right or to the left)

release it and take it down from the shield.

2.2 Using the screwdriver release screw (42) on the brush

rocker cover (12) and remove the cover from frame.

2.3 Using the socket spanner 10 mm unscrew castellated nut

(5) and take down the ventilator (4) from the input shaft.

2.4 Knock out the input shaft (40) using a soft-padded hammer;

then take down the friction flange (36) and braking plate

(35).

2.5 Using the screwdriver unscrew 4 screws (20) and remove

4 double brushes (15) from their holder (14).




80.11.00 Page 804 Jul 1, 2003


On pages

803 to 805

Name of work



2.6 Using the screwdriver and socket spanner 9 mm unscrew

8 countersink screws (39) fixing rear bearing shield (37) to

the frame (22) and take down the rear shield incl. the rotor

as wound (21). By means of a jaw puller 100 mm dia

clamp the outer hub of the front bearing shield (13), the tip

of the puller spindle let bear against the shaft face. By

tightening the spindle the complete rotor incl. the rear

shield is forced out. Then the rear shield can be taken

down from the bearing easily.

2.7 Armature must be disassembled in the following way:

Remove the retaining ring (34) using the pliers, take down

the sheet metal bearing lid (33) from the hollow shaft.

Using the single-purpose puller pull down the bearing (32)

incl. the inner bearing lid (31) from armature shaft.

2.8 Using a screwdriver release 4 screws M4x10 fixing the

bearing lid (9) to the front shield (13). Then remove the

bearing lid and force out the bearing (10).

2.9 Do not dismantle the brush holders and springs on the

front bearing shield as far as the necessity of exchange of

these parts has been not proved at inspection.

2.10 Do not dismantle the stator as wound. If the inspection

proved that the winding has to be removed then change

the whole stator as wound.



80.11.00 Page 805

Jul 1, 2003


On pages

803 to 805

Name of work



2.11 Cleaning

Dismantled parts of the starter/generator - with the

exception of armature, brush holders and stator wash by

cleaning petrol. Blow out the dust from the inner part of the

stator and wipe it then with clean cloth socked with

cleaning petrol. The armature is cleaned by blowing with

compressed air; using a brush and by wooden pin remove

carbon dust deposits from between the leads; blow them

out again.



80.11.00 Page 806 Jul 1, 2003


On pages

806

Name of work

Repair of commutator Manpower required (Manhours)


3.1 Re-turning:

If, during the inspection surface defects are discovered, it is

necessary to repair the surface by re-turning. Commutator

must be always turned using the lathe that is suitable to

precision turning. Chip thickness is to be chosen so that the

surface will be free of defects. The armature is to be

replaced by the new one if the commutator diameter is less

than 54.3 mm after turning. Peripheral run-out of repaired

commutator with respect to shaft bearing shoulder must be

within 0.01 mm.

3.2 Cutting of mica:

If the depth of slots after turning is less than 0.3 mm it is

necessary deepen the slots by scraping the mica between

segments to the depth of 0.5 mm. Use a triangular scraper

for removing mica and de-burring the edges of segments of

commutator. For removing of metal chips and mica particles

from the slots between segments use bristle brush. Check

concentricity again.

3.3 Polishing the commutator:

Clamp the armature in the lathe; set the speed at 500 to 600

r.p.m. Commutator is to be polished using reverse side of

new emery cloth. A stripe of emery cloth must be pressed

by a suitably shaped block of tough material applying in the

whole length of commutator.



80.11.00 Page 807

Jul 1, 2003


On pages

807

Name of work

Balancing of rotor Manpower required (Manhours)


4. Commutator repair ought to be followed by check on

armature dynamic balance; tolerance width is 1 µm,

measured in the plane of bearings. If a correction of

balancing is necessary remove material by milling in bandage

rings to the depth of 1 mm. In order to allow for sufficient

strength of bandage collars there are only two cuts-in

permitted in each strip. Milling has to be done with milling

cutter of dia. 6 mm.



80.11.00 Page 808 Jul 1, 2003


On pages

808 to 809

Name of work

Armature installation



5.1 Installing the input shaft.

Using the hand press and a fixture force the friction flange

on the input shaft (40). Dim. 221 ± 0.3 mm should be

respected.

5.2 Front shield (13).

Slide bearing (10) in the front shield and close it by the

outside bearing lid (9) using 4 screws (43) and fasten to the

shield. The shield is to be installed and screwing in the

stator by eight screws.

5.3 Armature assembly (21).

On the free end of the shaft from the opposite side to the

commutator insert the inner bearing (25), the lid (31), force

the bearing (32), slide in the oil-throw ring (33) and secure

by a retaining ring (34).

Rear shield assy (37) is forced on the bearing of the

armature assembly. The hollow shaft and the input shaft as

well have to be cleaned by a rounded brush and preserved

with grease LH TP-D-203-62.



80.11.00 Page 809

Jul 1, 2003


On pages

808 to 809

Name of work

Armature installation



5.4 Starter/generator

Rotor assy. according to point 5.3 is inserted in the stator

incl. winding (22); then it is forced into the shoulder formed

on the stator and screwed together by eight screws (39).

Install the input shaft (40) including ventilator (4); check the

deformation of friction flange (0.6 mm to 0.8 mm); adjust the

clearance by suitable spacing rings (7, 8) and tighten. The

cover of ventilator has to be put in with hand. Using a hook

drop the carbon brushes to the commutator. Permitted run

out of commutator in assembled starter/generator is max.

0.015 mm.

5.5 Screws on both starter/generator shields have to be locked

by cutting in - in total 16 times. Unvarnished surfaces of

both shields (37, 13) have to be preserved with grease

LH TP-D-203-62, then slide on the assembling fixture (38)

and tighten the clip (41); put in the air duct (1); tighten the

clip (2); screw on the brush cover (12). Tightening torque for

clip nuts is 2 to 4 Nm.

6. Replace and run in the brushes according to points 2.9 and

2.10 (80.11.00, Page 505).



80.11.00 Page 810 Jul 1, 2003



80.11.00 Pages 811/812

Jul 1, 2003

Fig. 801



82

WATER INJECTION




Jul 1, 2003

RECORD OF REVISIONS


REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




REVI- SION No.

BULLETIN

No.

ISSUE DATE

OF NEW PAGES


DATE OF INSERTION

AND SIGNATURE




Jul 1, 2003


Section -

subsection point

Page

Date

82 „Record of Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003 82 „Review of Effective Pages“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 82 „Contents“ 1 Jul 1, 2003 2 Blank Jul 1, 2003 82.00.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 82.01.00 1 Jul 1, 2003 2 Blank Jul 1, 2003 80.20.00 1 Jul 1, 2003 2 Jul 1, 2003 3 Jul 1, 2003 4 Blank Jul 1, 2003 901 Jul 1, 2003 902 Blank Jul 1, 2003


point

Page

Date




Jul 1, 2003

CONTENTS

82.00.00 WATER INJECTION - General


82.01.00 REQUIRED PROPERTIES OF WATER - Description and operation

82.20.00 SPRAY RING - Description and operation - Preservation of the injection system



82.00.00 Page 1

Jul 1, 2003

WATER INJECTION

GENERAL


For abnormal atmospheric conditions, i.e. high ambient temperature or low pressure, engine

power required for the aircraft take-off is attained by water injection in to the air at the

compressor inlet. Injected water with the air creates a mixture of greater specific mass; this

results in an increase in the compressor mass flow. During the process of compression the

water evaporates, takes from air the heat for evaporation and thus increases the compressor

efficiency. Corresponding decrease in temperature of air at compressor outlet mainly affects

the inter-turbine temperature, thus enabling increased fuel flow rate to increase the power.

Water is injected by the spray ring nozzles into the airflow in front of the compressor

protective screen. The quantity of injected water is set according to atmospheric pressure

and temperature.

The flow rate of the water pump is set according to the Operation Manual (Manual Part No.

0982404) where is also stated the power increase in percents in the Diagram 503,

Subsection 72.03.00. Power characteristics with water injection with respect to atmospheric

temperature are shown in the Fig. 4 in Subsection 72.01.02.

Of the water injection system, only the spray ring belongs to the engine design. The spray

ring is mounted on the engine at the entry part. The supply manifold, tank, pump, signalling

device and other components belong to the airframe installation.

The requirements for water properties are mentioned in the following part.

WARNING: WATER INJECTION MAY ONLY BE USED IN EXCEPTIONAL CASES, WHEN

ATMOSPHERIC CONDITIONS AND RESULTING DECREASE IN ENGINE

POWER WOULD JEOPARDIZE THE SAFE TAKE-OFF.

The spray ring can also be used for washing of the compressor air path, when the spray ring

is connected to the washing device (see Subsection 72.03.00, Page 701).

If water injection is used frequently due to specific atmospheric conditions prevailing in the

region where the aircraft is operated, it is necessary to check frequently the condition of the

first stage rotor blades of the axial compressor.



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R E Q U I R E D P R O P E R T I E S O F W A T E R


It is possible to use water for water injection into the engine inlet as follows:

1. Distilled water acc. to ČSN 68 4063, PN 31-1151-65, PN 31-1151-65II, GOST 6709-72,

PN 213/77-Ch, IS 1070-1960, BN-716191-95, Reagent Water Type III acc. to

ASTM D 1193-77.

2. Water for laboratory purposes acc. to B.S. 3978:1966

3. Distilled water with electrical conductivity of max. 15 µS/cm at temperature of 25 oC.

Evaporation residue of max. 10 mg/litre, acidity coefficient pH 5.0 to 7.5.

Size of contaminants of max. 10 µm.

Water, which would not meet the above requirements, must be not used. It could cause

corrosion of hot parts and deposition of mechanical particles in the manifold, in passages of

water nozzles and in the air path - i.e. in the compressor, combustion chamber, and

turbines.



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Jul 1, 2003

S P R A Y R I N G


The spray ring feeds the water and sprays it into the airflow closely in front of the inlet

protection screen. With respect to installation this manifold is made in two parts. Both bends

of the manifold are interconnected by a tube-union. The tube-union is connected to the

airframe installation. The tube union contains removable strainer. The spray cone of

11 nozzles, which are spaced regularly on the periphery, points radially to the inlet duct.

The spray ring is clamped by holders to the vertical flange of the inlet casing together with

the rear air baffle. The parts of the spray ring are manufactured of stainless steel and are

welded or screwed together.

The parts of the supply tube-union including the strainer are made of stainless steel. The

design and details of the spray ring are shown in Fig. 1 and Fig. 2.



82.20.00 Page 2 Jul 1, 2003

Legend:

The spray ring as seen against the flight direction

1 - R.H. part of the spray ring

2 - supply tube union incl. the strainer

3 - L.H. part of the spray ring

4 - brackets for spray ring clamping to the engine

5 - injection nozzles

SPRAY RING

Fig. 1



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Jul 1, 2003

Legend:

Bracket sectional view:

1 - spray ring

2 - rubber insert

3 - split clamp

4 - compressor inlet protective screen

Tube union - sectional view:

5 - supply nipple

6 - protective strainer

7 - connecting tube union

SPRAY RING

Fig. 2



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Jul 1, 2003


On pages

901

Name of work

Preservation of the injection system



Internal preservation of the water injection system is carried out before the winter frosts will come. This is substantiated by the fact that water injection system is not needed during the winter period; also as a protection against the results of frozen water inside the injection system.

1. Drain the remaining water from the tank; flush the tank and the water pump with ethyl alcohol and preserve of the tank and the water pump by preservation mixture.

2. Drain the remaining liquids from the tank (by the electromagnetic drainage valve).

3. Prior to putting the water injection system in normal operation, the tank and the water pump must be de-preserved by the engine fuel. The remaining fuel must be then drained from the tank.

NOTE: The preservation and de-preservation agents must not enter the spray ring. The penetration of these agents into the engine must be prevented as well.

Preserving means:

Foreign particles size: max. 20 µm

Foreign particles content: max. 0,005 %

a) Preserving mixture per one litre of mixture: 75 ml AeroShell Turbine Oil 2 (MIL-L6081 C Grade 1010) 25 ml AeroShell Fluid 2XN (MIL-C-6529 C Type 1) 900 ml of approved fuel

or 100 ml Shell Storage Oil 3 900 ml of approved fuel

b) Preserving oils: Aviation Oil OLE-TO (ČSN 65 6634)Transformer Oil (GOST 98280) Aviation Oil Mk-8 (GOST 6457-66) Aviation Oil MS-8p (38.40153-73)




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maintenance manual walter m601e, m601e-21

Documents

engine description

engine operation description

operation troubleshooting

features description

shield description

operation casing

operation rotor

engine assembly