MAINTENANCE MANUAL TURBOPROP ENGINE MODELS GE M601E GE M601E-21 MANUAL PART No. 0982055 ISSUED JULY 1, 2008 Revision No. 16 Date: June 30, 2020 GE AVIATION CZECH PRAHA CZECH REPUBLIC © 2008 GE AVIATION – BUSINESS & GENERAL AVIATION - TURBOPROPS GEAviation Czech The technical content of this document is approved under the authority of the DOA ref. EASA.21J.300 LIST OF CHAPTERS SUBJECT INTRODUCTION AIRWORTHINESS LIMITATION CHAPTER 00 - INSPECTIONS 05 ENGINE 72 FUEL SYSTEM 73 IGNITION 74 AIR BLEEDS 75 ENGINE CONTROLS 76 INSTRUMENTS FOR ENGINE MONITORING 77 EXHAUST SYSTEM 78 LUBRICATION SYSTEM 79 STARTING 80 WATER INJECTION 82 LIST OF CHAPTERS Page 1 Jun 30, 2020 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK LIST OF CHAPTERS Page 2 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 00 INTRODUCTION THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 RECORD OF REVISED CHAPTERS 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. REVISION No. DATE OF ISSUE DATE BULLETIN INSERTION NUMBERS OF AFFECTED CHAPTERS OF NEW No. AND PAGES SIGNATURE 1 Aug 22, 2008 00, 5, 77 2 Sep 17, 2010 GENERAL CONTENTS, 00, AIRWORTHINESS LIMITATIONS, 79 3 Mar 30, 2011 00, 5 4 Jan 18, 2013 5 Mar 27,2013 00 GENERAL CONTENTS, 00, 5, 72, 73, 74, 76, 77, 79 76 6 7 8 Jul 31, 2013 00 79 Feb 17, 2014 TITLE PAGE SECOND TITLE PAGE GENERAL CONTENTS 00 INTRODUCTION AIRWORTHINESS LIMITATIONS, 5 Mar 14, 2014 TITLE PAGE 00 INTRODUCTION 80 9 Nov 06, 2014 TITLE PAGE 00 INTRODUCTION 5, 72, 73, 77 10 July 9, 2015 TITLE PAGE 00 INTRODUCTION AIRWORTHINESS LIMITATIONS 00.”RECORD OF REVISED CHAPTERS” Page 1 July 9, 2015 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. 11 DATE OF ISSUE DATE BULLETIN INSERTION NUMBERS OF AFFECTED CHAPTERS OF NEW No. AND PAGES SIGNATURE Mar 23, 2016 TITLE PAGE 00 INTRODUCTION 05, 72.30 12 Oct 17, 2016 TITLE PAGE 00 INTRODUCTION 05, 72.30 13 Oct 20, 2017 TITLE PAGE GENERAL CONTENTS 00 AIRWORTHINESS LIMITATIONS 05, 72.50, 72.90 14 Jun 29, 2018 TITLE PAGE 00 AIRWORTHINESS LIMITATIONS 72.03, 72.10 79 15 Feb 28, 2020 TITLE PAGE 00 AIRWORTHINESS LIMITATIONS 72 75 80 16 Jun 30, 2020 TITLE PAGE and LEGAL PAGE LIST OF CHAPTERS 00 72 76 00.”RECORD OF REVISED CHAPTERS” Page 2 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 1 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED SECTIONS DATE OF INSERTION AND SIGNATURE Aug 22, 2008 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 1 00 "REVIEW OF EFFECTIVE PAGES" Page 1 2 Sep 17, 2010 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 1 00 "REVIEW OF EFFECTIVE PAGES" Page 1 00.00.00 Page 2 3 Mar 30, 2011 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 1 00 "REVIEW OF EFFECTIVE PAGES" Page 1 4 Jan 18, 2013 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 1 00 "REVIEW OF EFFECTIVE PAGES" Page 1 5 Mar 27, 2013 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 1 00 "REVIEW OF EFFECTIVE PAGES" Page 1 00 „RECORD OF REVISIONS“ Page 1 Mar 27, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. 6 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED SECTIONS Jul 31, 2013 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 7 Feb 17, 2014 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 8 Mar 14, 2014 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 9 Nov 06, 2014 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 10 July 9, 2015 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 11 Mar 23, 2016 00 "RECORD OF REVISED CHAPTERS" Page 1 00 "RECORD OF REVISIONS" Page 2 00 "REVIEW OF EFFECTIVE PAGES" Page 1 00 „RECORD OF REVISIONS“ Page 2 Mar 23, 2016 DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. 12 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED SECTIONS DATE OF INSERTION AND SIGNATURE Oct 17, 2016 00 "RECORD OF REVISED CHAPTERS" Page 2 00 "RECORD OF REVISIONS" Page 3 00 "REVIEW OF EFFECTIVE PAGES" Page 1 13 Oct 20,2017 00 “RECORD OF REVISED CHAPTERS” Page 2 00 “RECORD OF REVISIONS” Page 3 00 “REVIEW OF EFFECTIVE PAGES” Page 1 00-00-00 Page 2 14 Jun 29, 2018 00 “RECORD OF REVISED CHAPTERS” Page 2 00 “RECORD OF REVISIONS” Page 3 00 “REVIEW OF EFFECTIVE PAGES” Page 1 15 Feb 28, 2020 RECORD OF REVISED CHAPTERS, Page 2 RECORD OF REVISIONS, Page 3 REVIEW OF EFFECTIVE PAGES, Page 1 16 Jun 30, 2020 RECORD OF REVISED CHAPTERS, Page 2 RECORD OF REVISIONS, Page 3 REVIEW OF EFFECTIVE PAGES, Page 1 00 „RECORD OF REVISIONS“ Page 3 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 00 „RECORD OF REVISIONS“ Page 4 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 00 “Record of 1 Oct 17, 2016 revised chapters” 2 Jun 30, 2020 00 „Record of 1 Jul 31, 2013 Revisions“ 2 Mar 23, 2016 3 Jun 30, 2020 Section subsection point Page Date 4 Blank Oct 17, 2016 00 „Review of Effective Pages“ 00 „Contents“ 00.00.00 00.01.00 00.02.00 1 Jun 30, 2020 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Oct 20, 2017 3 July 1, 2008 4 July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 July 1, 2008 3 July 1, 2008 4 Blank July 1, 2008 00 „REVIEW OF EFFECTIVE PAGES“ Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 00 „REVIEW OF EFFECTIVE PAGES“ Page. 2 Jul 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 00 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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: GE Aviation Czech, s.r.o. Customer Service and Support Beranovych 65 199 02 Prague 9 Czech Republic Phone number: +420 222 538 999 E-mail: tp.ops@ge.com Website: www.geaviation.cz Spare parts and/or further items should be ordered on the same address. 00.00.00 Page 2 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 00.00.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 00.00.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 00.01.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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“ 00.02.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. Section Engine 10. Subsection Reduction gearbox 00 Item 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 00.02.00 Page 2 July 1, 2008 1001 - 1100 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 00.02.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIRWORTHINESS LIMITATIONS This Airworthiness Limitations Section is approved by the European Aviation Safety Agency (EASA) in accordance with part 21A.31(a)(3) and CS-E25(b). Any change to each mandatory replacement times, inspection intervals, and related procedures contained in this Airworthiness Limitation Section must also be approved. The Airworthiness Limitations section is FAA approved and specifies maintenance required under §43.16 and 91.403 of Title 14 of the Code of Federal Regulations unless an alternative program has been FAA approved. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 2 BULLETIN No. ISSUE DATE OF NEW PAGES Sep 17, 2010 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE AIRWORTHINESS LIMITATIONS “RECORD OF REVISIONS” Page 1 AIRWORTHINESS LIMITATIONS “REVIEW OF EFFECTIVE PAGES” Page 1 AIRWORTHINESS LIMITATIONS Page 4 Table 1 7 Feb 17, 2014 AIRWORTHINESS LIMITATIONS “RECORD OF REVISIONS” Page 1 AIRWORTHINESS LIMITATIONS “REVIEW OF EFFECTIVE PAGES” Page 1 AIRWORTHINESS LIMITATIONS Page 1 Statement Pages 1 10 July 9, 2015 AIRWORTHINESS LIMITATIONS “RECORD OF REVISIONS” Page 1 AIRWORTHINESS LIMITATIONS “REVIEW OF EFFECTIVE PAGES” Page 1 AIRWORTHINESS LIMITATIONS Page 4, 5 13 Oct 20, 2017 AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“ Page 1, 2 AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“ Page 1 AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. 13 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES AIRWORTHINESS LIMITATIONS Page 4, 5 14 Jun 29, 2018 AIRWORTHINESS LIMITATIONS “RECORD OF REVISIONS”, Page 2 AIRWORTHINESS LIMITATIONS “REVIEW OF EFFECTIVE PAGES” Page 1 AIRWORTHINESS LIMITATIONS Page 4, 5 15 Feb 28, 2020 RECORD OF REVISIONS Page 2 REVIEW OF EFFECTIVE PAGES Page 1 AIRWORTHINESS LIMITATIONS Page 4, 5 AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“ Page 2 Feb 28, 2020 DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Airworthiness Limitations „Record of Revisions“ Airworthiness Limitations „Review of Effective Pages“ Airworthiness Limitations „Contents“ Airworthiness Limitations Page Date 1 2 Oct 20, 2017 Feb 28, 2020 1 2 Blank Feb 28, 2020 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 3 4 5 6 Feb 17, 2014 July 1, 2008 July 1, 2008 Feb 28, 2020 Feb 28, 2020 July 1, 2008 Section subsection point Page Date AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS CHAPTER Page AIRWORTHINESS LIMITATIONS 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. AIRWORTHINESS LIMITATIONS „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIRWORTHINESS LIMITATIONS The Airworthiness Limitations section is the European Aviation Safety Agency (EASA) approved and specifies maintenance required under Sections CS-E 25 of the Certification Specifications for Engines (CS-E) and by any applicable airworthiness or operational rule unless an alternative program has been EASA approved. 1. General 1.1 Critical engine parts which are exposed to low-cycle fatigue (LCF) due to cyclic operation of the engine are shown in Table 1 1.2 Life limits were EASA approved within 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 EASA. 1.3 The following airworthiness limitations have been substantiated based on engineering analysis that assumes this product will be operated and maintained using the procedures and inspections provided in the instructions for continued airworthiness supplied with this product by the Type Certificate holder, or its licensees. For Engine Critical Parts and parts that influence Engine Critical Parts, any repair, modification or maintenance procedures not approved by the Type Certificate holder, or its licensees, or any substitution of such parts not supplied by the Type Certificate holder, or its licensees, may materially affect these limits. 1.4 If the engine is operated in a way different from assumption stated in paragraph 2 and/or take-off rating application period are exceeded or the engine is permanently operated at full power at high ambient temperature, the operator shall submit his mission profile to the manufacturer for analysis and determination of operating limits. . AIRWORTHINESS LIMITATIONS Page 1 Feb 17, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 Jul 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - takeoff - flight - landing with reverse - engine idling - flight mission coefficient ....... AP = 0.80 ....... 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 3 Jul 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 3. Equivalent Cyclic Life (N) of New Critical Parts Part Description Abbreviated Flight Cycle Coefficients Dwg. No. AV AP Flight Mission Coefficient L Equivalent Cyclic Life [equiv. cycles] Centrifugal compressor case M601-153.5 M601-154.6 M601-154.65 0.58 0.92 11000 Axial compressor drum M601-130.6 M601-130.65 0.27 1.03 9900 Impeller M601-1030.7 M601-1030.75 0.57 0.97 14400 Main shaft M601-1017.7 M601-1017.75 0.28 1.03 12700 Fuel spray ring M601-2068.5 M601-2058.5 M601-2028.4 M601-2048.6 0.41 1.01 22600 0.40 0.99 9500 Assembly*) N/A N/A N/A XM601319.55 0.38 1.03 M601-319.5 0.38 0.98 M601-3335.7 0.37 1.00 Rear shaft M601-3156.9 M601-3156.5 0.28 1.02 10450 Free turbine disk M601-3220.6 M601-3220.5 0.66 0.94 0.85 8820 Free turbine shaft M601-4004.7 M601-4004.5 0.55 0.92 0.85 11100 M601Compressor turbine 3335.5 disk 10670 *) Assembly – GT Rotor balanced – appropriate design dwg. No. COEFFICIENTS AV, AP AND L FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES OF CRITICAL PARTS AND THEIR TOTAL EQUIVALENT CYCLIC Description Propeller Shaft Dwg. No. Hours M601-6081.2 12000 M601-6081.4 9000 M601-6081.5 12000 M601E Table 1 (sheet1) AIRWORTHINESS LIMITATIONS Page 4 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Part Description Abbreviated Flight Cycle Coefficients Dwg. No. AV AP Flight Mission Equivalent Cyclic Coefficient Life L [equiv. cycles] Centrifugal compressor case M601-153.5 M601-154.6 M601-154.65 0.58 0.92 11000 Axial compressor drum M601-130.6 M601-130.65 0.27 1.03 9900 Impeller M601-1030.7 M601-1030.75 0.57 0.97 14400 Main shaft M601-1017.7 M601-1017.75 0.28 1.03 12700 M601-2068.5 M601-2058.5 0.41 1.01 22600 M601-2028.4 M601-2048.6 0.40 0.99 9500 Assembly*) N/A N/A N/A XM601319.55 0.38 1.04 M601-319.5 0.38 0.98 M601-3335.7 0.37 1.00 Rear shaft M601-3156.9 M601-3156.5 0.28 1.02 10450 Free turbine disk M601-3220.6 M601-3220.5 0.66 0.94 0.85 8820 Free turbine shaft M601-4004.7 M601-4004.5 0.55 0.92 0.85 11100 Fuel spray ring Compressor turbine disk M6013335.5 10670 *) Assembly – GT Rotor balanced – appropriate design dwg. No. COEFFICIENTS AV, AP AND L FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES OF CRITICAL PARTS AND THEIR TOTAL EQUIVALENT CYCLIC Description Propeller Shaft Dwg. No. Hours M601-6081.2 12000 M601-6081.4 9000 M601-6081.5 12000 M601E-21 Table 1 (sheet 2) AIRWORTHINESS LIMITATIONS Page 5 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. AIRWORTHINESS LIMITATIONS Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 5 INSPECTIONS THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 1 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Aug 22, 2008 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5.10.00 Page 4 3 Mar 30, 2011 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5.10.00 Page 1 4 Jan 18, 2013 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5 “CONTENTS”, Page 1 5.05.00, Pages 1, 3 thru 6 5.10.00 Page 1 5.20.00 Page 7 9 Nov 06, 2014 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5.05.00, Pages, 3, 4 5.10.00 Page 3 11 Mar 23, 2016 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5.10.00, Page 2 12 Oct 17, 2016 5 "RECORD OF REVISIONS" Page 1 5 "REVIEW OF EFFECTIVE PAGES" Page 1 5.05.00, Page 3,4 5 „RECORD OF REVISIONS“ Page 1 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. 13 BULLETIN No. ISSUE DATE OF NEW PAGES Oct 20, 2017 NUMBERS OF AFFECTED PAGES 5 “RECORD OF REVISIONS” Page 2 5 “REVIEW OF EFFECTIVE PAGES” Page 1, 2 5 “CONTENTS” Page 1 5.30.00 – Page 201-216 5 „RECORD OF REVISIONS“ Page 2 Oct 20, 2017 DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 5 „Record of Revisions“ Section subsection point 5.20.00 5 “Contents“ 5.00.00 5.05.00 5.10.00 Date 1 July 1, 2008 1 Oct 17, 2016 2 July 1, 2008 2 Oct 20, 2017 3 July 1, 2008 4 July 1, 2008 5 July 1, 2008 5 „Review of Effective Pages“ Page 1 Oct 20, 2017 6 July 1, 2008 2 Oct 20, 2017 7 July 1, 2008 8 July 1, 2008 1 Oct 20, 2017 9 July 1, 2008 2 Blank July 1, 2008 10 July 1, 2008 11 July 1, 2008 1 July 1, 2008 12 July 1, 2008 2 Blank July 1, 2008 13 July 1, 2008 14 Blank July 1, 2008 201 Oct 20, 2017 220 Oct 20, 2017 1 Jan 18, 2013 2 3 July 1, 2008 Oct 17, 2016 4 Oct 17, 2016 203 Oct 20, 2017 5 Jan 18, 2013 204 Oct 20, 2017 6 Blank Jan 18, 2013 205 Oct 20, 2017 206 Oct 20, 2017 5.30.00 1 Jan 18, 2013 207 Oct 20, 2017 2 Mar 23, 2016 208 Oct 20, 2017 3 Nov 06, 2014 209 Oct 20, 2017 4 Aug 22, 2008 210 Oct 20, 2017 5 July 1, 2008 211 Oct 20, 2017 6 July 1, 2008 212 Oct 20, 2017 213 Oct 20, 2017 214 Oct 20, 2017 5 „REVIEW OF EFFECTIVE PAGES“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 5.30.00 Page Date 15 Oct 20, 2017 16 Blank Oct 20, 2017 5 „REVIEW OF EFFECTIVE PAGES“ Page 2 Oct 20, 2017 Section subsection point Page Date GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 5.00.00 INSPECTIONS 1. General 5.05.00 TIME BETWEEN OVERHAULS (TBO) 1. Time Between Overhauls/Repairs 2. Engine accessories life service 3. Possible Extension of the Time Between Overhauls/Repairs 5.10.00 SCHEDULED INSPECTIONS 1. General 2. Engine accessories life service 3. Allowed Replacement of Appliances and Engine Parts During Operation 5.20.00 UNSCHEDULED INSPECTIONS 1. General 2. Unscheduled Inspections 5.30.00 BORESCOPE INSPECTIONS 1. Borescope Inspection of 1st stage of Axial-Flow Compressor 2. Borescope Inspection of Centrifugal Compressor Impeller 3. Borescope Inspection of Spraying Ring and Inner Combustion Liner 4. Borescope Inspection of the Outer Combustion Liner 5. Borescope Inspection of the GT Guide Vane Ring 6. Borescope Inspection of the Generator Turbine 7. Borescope Inspection of Power (Free) Turbine Blades 5 „CONTENTS“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 5 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 INSPECTIONS 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 5.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TIME BETWEEN OVERHAULS 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 exceeds the limit presented in Table 1. NOTE: Calendar TBO does not apply to newly manufactured engines, overhauled engines or engines after Shop revision after 01.02.2013 (Refer to the Para 2. of this section) Operation Limits Engines up to Engines from Engines from to the Overhaul S/N 974010 S/N 981001 S/N 022001 No. of Flight Hours 2000 No. Equivalent Flight Cycles 2250 No. of Years in Operation *) 3000 3300 6600 5 **) *) Not valid for engines newly manufactured engines, overhauled engines or engines after Shop revision after 01.02.2013. **) Cancellation of the calendar TBO is possible based on Customer request and evaluation of the engine condition (Refer to 5.05.00, Para 3.3). OPERATION LIMITS TO THE OVERHAUL Table 1 5.05.00 Page 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (flight hours) NS (No. of engine startings) Penalty Value Result 3000 hrs at engines up to S/N 974010 4000 hrs at engines from S/N 981001 Decreased engine life NS = NV NV (No. of take-off) NV = 2 NS NP (No. of take-off after feathering) NP = NV/2 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 Decreased cyclic life of critical engine parts 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 2. Engine accessories life service Operator of the newly manufactured engines, overhauled engines or engines after Shop revision after 01.02.2013 is responsible for monitoring of accessories life limits and period inspections (where applicable). Engine Accessories Life Service M601E/E-21 - Standard Accessories Description Designation LUN 6590.51-8 LUN 6290.04-8 LUN 2132.02-8 UNISON 90 49765-1 Fuel control unit Fuel pump Starter Generator Ignition unit Pcs 1 1 1 Flight Hours 2000/ 3000 ***) 2000/ 3000 ***) 3000 1 Flight cycles Service Years Sealing P/N *) - 5 1620-29.5-2.5 - 5 1620-29.5-2.5 3000 starting 10 - On Condition - Propeller speed governor LUN 7816-8 1 2000/ 3000 ***) - 5 1529-005 Min. oil quantity signaler LUN 1581-8 1 6000 - **) 441-602E1 Minimal Oil Pressure Switch 1.25K LUN 1469.32-8 LUN 7880.01-8 1 5000 20000 - - 1 6000 - 16 206-0005 Electrohydraulic Actuator Pressure Switch of LUN 3280-8 1 3000 Automatic Feathering Torquelimiter Pressure LUN 1476-8 1 3000 10 Switch *) All above specified sealing are delivered with accessories **) Vertification check after every 1000 + 50h. Extensions of the service life by 3000h for 5 years. ***) In accordance with record for appropriate accessory. SERVICE LIFE OF ENGINE ACCESSORIES Table 3 (Sheet 1) 5.05.00 Page 3 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Engine Accessories Life Service M601E/E-21 - Standard Accessories Description Designation Pcs Flight Hours Flight cycles Service Years Sealing P/N *) Integrated Speed Transmitter - Gas Turbine LUN 1333.12-8 1 4000 - 10 1620-41,2-18 Integrated Speed Transmitter - Propeller LUN 1333.12-8 1 4000 - 10 1620-41,2-18 Inter Turbine Transmitter LUN 1377-8 9 3000 - - - Oil Temperature Transmiter LUN 1358-8 1 6000 - - - Torquemetter Transmitter LUN 1540.02-8 1 3000 - - - Engine Accesories Life Service M601E/E-21 - Optional Accessories Description Designation Pcs Flight Hours Flight cycles Service Years Sealing P/N Oil Pressure Transmitter LUN 1558-8 1 3000 - - - Fuel Pressure Transmitter LUN 1559-8 LUN 1539.02-8, LUN 1539.02-8 A 1 3000 - - - 1 5000 - - - - - 20 - LUN 5224 1 Torquemeter Indicator Engine Limiter Unit Inspection each 600Hrs or 1 year *) All above specified sealing are delivered with accessories SERVICE LIFE OF ENGINE ACCESSORIES Table 3 (Sheet 2) 5.05.00 Page 4 Oct 17, 2016 - GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Engine Accesories Life Service M601E/E-21 - AGB Sealings Sealing P/N Drives Pcs Flight Hours Flight cycles Service Years Description G22-40-7FMK No. 1 1 - - 8 Starter Generator No.2 1 - - 8 Hydraulic Pump No.5 1 - - 8 Integarted Speed Transmitter G20-38-7FMK LN 5108 G12 25 7 FMK Engine Accesories Life Service M601E/E-21 - RGB Sealings Sealing P/N G14 24 7 FMK Drives No.8 Pcs 1 Flight Hours - Flight cycles Service Years Description 8 Integarted Speed Transmitter, Overspeed Governor - SERVICE LIFE OF ENGINE ACCESSORIES Table 3 (Sheet 3) 5.05.00 Page 5 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 3. Possible Extension of the Time Between Overhauls/Repairs The operator can ask Costumer Support Department of GE AVIATION CZECH for extension of operation limits as shown in Table 1. 3.1 Possible Extension of the Number of flight hours The manufacturer can approve increase in flight hour number by max. 10% on the basis of satisfactory engine performance check at the operator and analysis of parts installed in the engine. 3.2 Possible Extension of the Number of equivalent flight cycles The manufacturer can approve increase in number of equivalent flight cycles on the basis of satisfactory engine performance check at the operator and strength and dynamic analysis of the critical parts installed in the engine. Approved increase can maximally correspond to exhausting equivalent cyclic life of the critical part with the lowest residual cyclic life. (Refer to Table 1 and 2, AIRWORTHINESS LIMITATIONS) 3.3 Possible cancellation of the Number of calendar years. Calendar time between overhaul can be canceled based on Customer request and evaluation of the engine condition according to appropriate GE AVIATION CZECH procedure. NOTE: The initial date of TBO is defined by the manufacturer as follows: 1. For new engines or engines after overhaul/repair 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 latest overhaul/repair (as presented in the Engine Log Book) plus one year of storage providing the sealed container atmosphere is intact. b) The date on which the sealed container atmosphere was impaired during the first year of storage. 2. For new engines or engines after overhaul/repair delivered by the manufacturer with a short-period preservation, the initial date of TBO is the date of manufacture or the date of the latest overhaul/repair (as presented in the Engine Log Book). 5.05.00 Page 6 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SCHEDULED INSPECTION 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±10 hours of operation or every 90 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 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Scope of Inspection Inspection Type 1 2 3 4 - x - - Electrical installation: check on wiring - x - - Fireseals: check on fixing and cracks - x - - Compressor inlet protecting screen: check on condition and fixing - x - - - x - - x x - - - x - - Exhaust nozzles: visual inspection for cracks and deformations. - x - - Chip signallers on the reduction gearbox and accessory drive box - - x - Check visually fixing of all devices of fuel and oil system; fixing of starter/generator and parts of ignition set; fixing of alternator. (ref. 72.23.00 AIR INTAKE PROTECTION). Engine mounts and Centrifugal Compressor Case: visual inspection (ref. 72.33.00 ENGINE MOUNTING SYSTEM & 72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR) 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). 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) and magnetic plug in oil tank: visual inspection (ref. 79.10.00). PLANNED INSPECTIONS Table 1 (Sheet 1) 5.10.00 Page 2 Mar 23, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Scope of Inspection Inspection Type 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: - - 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, LUN 1539.02.-8A 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 V3 clearance in engine control linkage; Bc clearance at the propeller governor; length of the airframe pull rod (ref. 76.10.00 POWER CONTROL). PLANNED INSPECTIONS Table 1 (Sheet 2) 5.10.00 Page 3 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Scope of Inspection Inspection Type 1 2 3 4 - - x - - - x - - - x - - - x - Oil charge replacement (ref. 79.50.00). - - Check the starter/generator for worn brushes (ref. 80.11.00). - - x - - - x - - - x - - - x - Functional test of the system of limiters (ref. 77.55.00, Pages 601 to 604, IELU check using the „TEST“ CIRCUIT). Check on operation of the IELU (ref. 77.55.00, Pages 605 to 606). Check of LUN 5223 generator speed derivative element (ref. 77.56.00, Pages 601 to 602). 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). 1) x - The grooves of the starter/generator are to be greased with plastic grease AeroShell Grease 6 or Total Specis Cu. Inspection of ignition sets, LUN 2201.03-8 replacement when life limit expired (ref. 74.21.00 IGNITION UNIT). Inspection of igniter plugs N25F-3 (ref. 74.22.00) and Champion CH 34630 (ref. 74.22.00). Check for engine parameters (ref. 72.03.00). Inspection of ITT transmitters (ref . 77.21.00 para 3.2 to 3.5) Inspection of ITT transmitters (ref . 77.21.00 para 3.6) 1) x x 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 4 Aug 22, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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: No. Appliance – Engine Part 1. Fuel Control Unit 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. Fuel Pump Fuel Manifold Drain Valve Torch Igniter Fuel Pressure Transmitter Oil and Air Manifold Oil Pressure Transmitter Min. Oil Pressure Transmitter Oil Thermometer Oil Filter Cartridge Magnetic Plugs Starter/Generator Ignition Unit Exhaust Nozzles Engine Mounts Integrated Generator and Propeller Speed Transmitter 18. Protective Compressor Screen 19. Signaller of Min. Oil Quantity 20. Interturbine Temperature Transmitter The Way of Verification Without Ground Ground Verification Engine Engine Test Test (Full Scale) Items 1, 2, 4, 12, 13 x and flight test x x x x x x x x x x x x x x x x x - x x - Section 73.21.00 73.10.00 73.22.00 72.03.00 73.12.00 74.30.00 77.41.00 72.03.00 77.42.00 77.43.00 77.22.00 79.10.00 79.10.00 80.11.00 74.20.00 78.10.00 72.33.00 72.60.00 72.10.00 72.23.00 5.10.00 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 3.2 Appliances and Engine Parts that can be replaced solely by manufacturer's workers in accordance with internal instructions of the manufacturer: No. 1. 2. 3. 4. 5. 6. 7. 8. The Way of Verification Appliance – Engine Part Without Ground Ground Section Verification Engine Engine Test Test (Full Scale) Items 1, 2, 4, 12, 13 Compressor Air Bleed Valve and x 75.31.00 Its Control Nozzles Shaft Packing Rings x 72.62.00 Engine Controls x Automatic Feathering Pressure x 77.52.00 Switch Air Baffles x Torquemeter Pressure x 77.11.00 Transmitter Torque Indicator x 77.11.00 Torque Limiter Pressure Switch x 77.15.00 5.10.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 UNSCHEDULED INSPECTIONS 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 2 of 8) 5.20.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED 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. Carry out procedure presented in 79.10.00 ENGINE LUBRICATION SYSTEM. Chip detector circuit completed 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. 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. 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 3 of 8) 5.20.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED M. Heavy landing 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. NOTE: A heavy landing is usually accompanied by structural damage of landing gear components. 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 4 of 8) 5.20.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 5 of 8) 5.20.00 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED N. Sustained running at an (1) Drain and discard oil (ref. 79.10.00). oil temperature outside (2) Remove and check oil filter cartridge and accessible operating limits 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 6 of 8) 5.20.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED 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 6590.51-8 FCU. UNSCHEDULED INSPECTIONS Table 1 (Sheet 7 of 8) 5.20.00 Page 7 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONDITION ACTION REQUIRED 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. UNSCHEDULED INSPECTIONS Table 1 (Sheet 8 of 8) 5.20.00 Page 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. ITT [°C] INTERTURBINE TEMPERATURE 780 770 RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL 760 750 740 AREA „B“ 730 AREA „A“ NO ACTIONS REQUIRED 720 0 5 10 15 20 25 30 TIME [sec OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY Fig. 1 5.20.00 Page 9 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. ITT [°C] INTERTURBINE TEMPERATURE RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL 800 780 AREA „B“ 760 AREA „A“ 740 720 NO ACTIONS REQUIRED 700 0 20 40 60 80 100 120 TIME [sec] OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING (Not applicable for max. contingency rating) Fig. 2a 5.20.00 Page 10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. ITT [°C] INTERTURBINE TEMPERATURE RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL 790 780 AREA „B“ 770 760 750 AREA „A“ 740 730 NO ACTIONS REQUIRED 0 1 2 3 4 5 6 7 8 9 10 11 12 TIME [minutes] OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING (Valid for power ratings defined for the event of OEI flight) Fig. 2b 5.20.00 Page 11 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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) PROPELLER TORQUE [%] 111 110 AREA „A“ 109 108 RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL 107 106 105 104 103 AREA „A“ 102 101 100 99 NO ACTIONS REQUIRED 98 0 1 2 3 4 5 6 TIME [minutes] OVERTORQUE LIMITS (Valid for each flight) Fig. 3 5.20.00 Page 12 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 13 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 5.20.00 Page 14 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 BORESCOPE INSPECTIONS Borescope inspection is not mandatory according to 05-10-00 ENGINE-SCHEDULED INSPECTIONS. Perform the Borescope inspection only when recommended by GE Customer Support as part of non-standard troubleshooting. Borescope inspection procedures are given here to help examine specified internal parts of an assembled engine. After the inspection contact GE Customer Support and deliver the inspection results for the assessment of the engine condition. CAUTION: ONLY QUALIFIED INSPECTION PERSONNEL IS PERMITTED TO DO THE BORESCOPE INSPECTION PROCEDURES. AN INCORRECT INSPECTION CAN CAUSE UNNECESSARY REMOVAL OF AN ENGINE. CAUTION: MAKE SURE THAT THE INTERTURBINE TEMPERATURE (ITT) IS LESS THAN 122 F (50 C) BEFORE YOU START THE BORESCOPE INSPECTION PROCEDURE. IF ITT IS MORE THAN 122 F (50 C), DAMAGE TO THE BORESCOPE CAN OCCUR. CAUTION: MAKE SURE THAT ALL REMOVED BORESCOPE ACCES PORTS (E.G. TORCH IGNITER) ARE CORRECLTY INSTALLED AND TESTED BEFORE ENGINE OPERATION. 1. Borescope Inspection of 1st stage of Axial-Flow Compressor A. In 1st stage axial-flow compressor rotor, the leading edge of the blades and the corner on the leading edge of the blades is inspected. B. Disassemble the air inlet screen M601-179.4. Unlock 3 wires mutually connecting both ends of the screen by wire cutters. Remove the protective air inlet screen from the air inlet case. (1) Open up air inlet screen M601-179.4 and create an area for insertion of borescope cable. C. Insert the tip of the borescope through the air inlet case and position it to see the 1st stage blades in the full scope. Fig 201 NOTE: BLADES MUST BE CLEARLY VISIBLE IN THE FULL SCOPE. 5.30.00 Page 201 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 BORESCOPE INSPECTION OF THE 1ST STAGE BLADES Fig. 201 D. The allowed damage of 1st stage blades of the axial-flow compressor is given in chapter 72-31-00 AXIAL COMPRESSOR – SERVICING, page 601-603; Inspection/Check – Axial-Flow Compressor, Compressor 1st stage rotor blades – inspection. E. Insert the protective cover screen M601-179.4 to the air inlet case. Tighten it to the flange using the pliers, tighten both ends together. Then connect them with lockwire Ø 0.63. The screen M601-179.4 is supposed to have a connection on the left side of the engine. (1) Use the pliers to tighten both ends together. (2) During holding of the screen with the pliers, secure (bind) the remaining two locks with lockwire. 2. Borescope inspection of centrifugal compressor impeller During the inspection of the centrifugal compressor impeller, trailing edges of individual blades are inspected. A. Unlock and screw out the cap nut of the connecting conductor (Item 2) at the ignition plug. Take the conductor from the ignition plug (Item 1). Fig. 202 (1) Using two wrenches (held against each other), loosen the cap nut of the connecting conductor at the ignition plug. 05.30.00 Page 202 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (2) Take the conductor out of the ignition plug. BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 202 B. Disconnect the fuel tube to the torch ignitor. Fig. 203 (1) Unlock and screw out the hollow screw (Item 1) connecting the fuel tube flanges to the igniter. On both sides of the flange of flame tube, copper sealing is mounted. BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 203 C. Unlock and screw out 4 nuts M5 CSN 02 1401.44 (Item 1) on the flange of the flame tube M601-247.5 connecting the torch igniter to the centrifugal compressor case. Take out the torch igniter including the flame tube with gaskets and spacer. The ignition plug is fixed with seal compound and can be released by soft tapping. Under no circumstances deform the ignition plug flange. Fig. 204 05.30.00 Page 203 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (1) Unlock and screw out 4 nuts M5 CSN 02 1401.44 (Item 1) on the flame tube flange M601-247.5 connecting the torch igniter to the centrifugal compressor case. (2) Remove the torch igniter. Under the torch igniter, remove the flame tube including the gasket (Item 4). Fig. 204 1. M5 Nut 2. Lock Washers 5,2 ONL 3288.2 3. Torch Igniter 4. Torch Igniter Gasket 5. Flame Tube 6. Spacer 7. Compressor Case BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 204 (3) D. Under the flame tube a spacer (Item 6) can be located. This spacer is sealed by two gaskets. Disassemble the spacer and the gaskets (Item 4). Fig. 204 Disassemble the cover for manual generator rotor rotation using the tooling (according to the options of the individual aircraft). Fig. 205 (1) Disassemble the cover for rotor manual rotation. Insert the tool for manual rotor rotation into the gearbox drive. NOTE: THE PLACE FOR MANUAL ROTOR ROTATION IS LOCATED BEHIND THE COVER (ITEM 1). Fig. 205 05.30.00 Page 204 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 205 E. Through the opening for torch igniter, insert the borescope between the centrifugal compressor case and outer combustion liner. Fig. 206 BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 206 5.30.00 Page 205 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 F. Carefully turn the borescope tip towards to the rear wall of the compressor and insert through the hole between the straightening vanes of the rear wall of the compressor to the diffuser and turn it toward the centre of the engine shaft. Fig. 207 G. Carefully slide the borescope tip between the diffuser vanes of the rear wall of the compressor to the trailing edges of the impeller. Fig. 207 BORESCOPE INSPECTION OF THE CENTRIFUGAL COMPRESSOR IMPELLER Fig. 207 H. Adjust the position of the borescope tip to correctly focus on the inspected detail of the impeller and to view the biggest blade area possible. NOTE: THE VIEW OF THE CENTRIFUGAL COMPRESSOR IMPELLER BLADES MUST BE FOCUSED DETAILED AND MUST INCLUDE THE BIGGEST BLADE AREA POSSIBLE. I. Slowly turn the generator and check individual blades. No damage to the blades is allowed. If cracks or other unusual conditions are observed, send photographs to GE Aviation Czech, s.r.o. for evaluation. NOTE: J. LEAVE THE BORESCOPE CABLE AT THE POSITION MEETING THE REQUIREMENTS ACCORDING TO H. AND SLOWLY TURN THE GENERATOR AND CHECK INDIVIDUAL BLADES. THERE ARE 30 BLADES ON THE CENTRIFUGAL COMPRESSOR IMPELLER. Very carefully take out the borescope optic cable from the engine. Visually check the flame tube. Apply ALHYL from both sides of the flame tube flange and the spacer and 5.30.00 Page 206 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 all gaskets together with the torch ignitor flange on the centrifugal compressor case and torch igniter. If hot section inspection will follow, leave the torch igniter removed and continue with a chapter: Borescope inspection of the fuel slinger ring and inner combustion liner. If not, continue with the following point. K. (1) Check the flame tube (item 5). Check the partition for cracks. Fig. 204 (2) Clean individual parts from the aluminium paste (ALHYL): the torch igniter flange (Item 3), both flame tube flanges and spacer (Item 6) and radial compressor case flange (Item 7). Fig. 204 (3) Replace the gaskets (Item 4). Use new. Fig. 204 Assemble the torch igniter to the engine. During assembly, new sealing M601-2534.5 (3 pieces) must be used therefore aluminium paste does not have to be used. (Make sure that the spacer is in the correct position). Assemble the parts in order from the centrifugal compressor case: gasket M601-2534.5, spacer -2033.4A-C (Item 6), gasket M601-2534.5 (Item 5), flame tube M601-247.5, gasket M601-2534.5 and torch igniter. Fig. 204 FLAME TUBE M601-247.5 Fig. 208 L. Assemble nuts (4 pieces) M5 CSN 02 1401.44 (Item 1) with lock washers 5.2 ONL 3288.2 and tighten using spanner or socket s=8 and secure the lock washers. Fig. 204 5.30.00 Page 207 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M. Assemble and secure the connecting cable to the ignition plug, and the fuel tube to the igniter using locking wire Ø 0.63 from stainless steel. (1) Assemble connecting cable to the ignition plug (Item 1), tighten the cap nut (Item 2) and secure with locking wire. Fig. 202 (2) Assemble the fuel tube to the igniter with hollow screw (Item 1). From both sides of the flange tube, install copper sealing rings on the screw. Tighten the screw and secure with locking wire. Fig. 203 N. Assemble the cover for the manual rotor rotation to the accessory gearbox. Verify correct function of the ignition and tightness of the fuel tube to the igniter with engine test pursuant to the “Maintenance Manual”, section 72-03-00, page 502-503, OPERATION ABILITY – VERIFYING THE PARAMETERS, Engine Ground Test. 3. Borescope Inspection of Fuel Slinger Ring and Inner Combustion Liner If preparatory disassembly for a borescope inspection has not been done, carry out this disassembly according to point 2.2. A to D. A. Insert the borescope tip through the opening after the torch igniter removal and continue directly through the outer combustion liner to the fuel slinger ring. Slowly turn the rotor and check the fuel slinger ring. No damage is allowed on the fuel slinger ring. Fig. 209 BORESCOPE INSPECTION OF THE FUEL SLINGER RING Fig. 209 05.30.00 Page 208 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (1) B. Fuel slinger ring is located directly opposite the igniter opening. Behind the fuel slinger ring (in the direction of the flight), check the wall of the inner combustion liner for cracks and for overall condition (burning spots through the liner material). Fig. 210 BORESCOPE INSPECTION OF THE INNER COMBUSTION LINER Fig. 210 (1) Using the borescope, check the inner combustion liner as a whole part. It must not show marks of burning spots through the combustion chamber material or cracks. (2) Check the edge of the inner combustion liner for cracks. Potential damage compare to point C in this chapter. C. The allowed damage of inner combustion liner is given in chapter 72-41-00 FLAME TUBE – DESCRIPTION AND OPERATION, page 601, 602, Detailed visual inspection of the combustion chamber flame tubes using endoscope... 5.30.00 Page 209 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 4. Borescope inspection of the outer combustion liner A. In the torch igniter flange opening, insert the guiding pipe M601-254.5 so that the centering part of the pipe is exactly suit to the flange and the pipe opening is directed to the propeller. Turn the pipe to the outer position (see picture below) and lead the optic cable to the depth of approx. 140 mm (5.5”) to see the lock of the outer combustion liner, i.e. with the borescope tip facing the engine axis). Then turn the pipe to the other extreme position and turn the end of the borescope to see the sides of the lock and evaluate wear. Fig. 214 BORESCOPE INSPECTION OF THE OUTER COMBUSTION LINER Fig. 211 (1) 05.30.00 Page 210 Oct 20, 2017 You must see the lock of the outer combustion liner perpendicularly to be able to evaluate the damage. Fig. 212 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LOCK OF THE OUTER COMBUSTION LINER Fig. 212 GUIDING PIPE M601-254.5 Fig. 213 (2) Through the pipe, slide the borescope optical cable and check the outer combustion liner locks. B. Evaluate wear (Fig. 214). If wear on sides is greater or equal to 50%, but less than 70%, you are obliged to inform the GE AVIATION CZECH s.r.o. production plant. If the wear exceeded 70%, the outer combustion liner must be replaced immediately. Please inform the GE AVIATION CZECH s.r.o. manufacturer about the replacement. 05.30.00 Page 211 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 EVALUATION OF DAMAGE OF THE OUTER COMBUSTION LINER Fig. 214 (1) Damage of approx. 10% (C=10%), in this case the engine can be normally operated. (2) Damage of 50% (C=50%), in this case, GE AVIATION CZECH s.r.o. manufacturer must be contacted. (3) Damage of approx. 90% (C=90%), in this case the outer combustion liner must be immediately replaced. 05.30.00 Page 212 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 5. Borescope inspection of the GT guide vane ring A. For inspection of the generator turbine guide vane ring, slide in the opening for the troch igniter the tip of the optic cable and continue through the opening in the outer combustion liner to the generator turbine guide vane ring. Fig. 215 B. Evaluate the state of the generator turbine guide vane ring blades. The allowed damage of GT guide vane ring is given in chapter 72-51-00 GENERATOR TURBINE – DESCRIPTION AND OPERATION, page 601-602. Any damage to the GT guide vane ring must be reported to the GE AVIATION CZECH, s.r.o. manufacturer. BORESCOPE INSPECTION OF GT GUIDE VANE RING Fig. 215 (1) While inspecting the GT guide vane ring blades, try to inspect as many as possible. Evaluate their state according to the above stated information. 05.30.00 Page 213 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 6. Borescope inspection of the generator turbine A. Insert the tip of the optic cable through the opening for torch igniter and continue through the opening in the outer combustion liner to the generator turbine guide vane ring. Then slide the tip between the blades of the generator turbine guide vane ring and continue to the blades of the generator turbine disc. Fig. 216 BORESCOPE INSPECTION OF THE GENERATOR TURBINE (1) Fig. 216 Slide the optic cable through the opening of outer combustion liner and GT guide vane ring blades in front of the generator turbine blades. B. While inspecting the individual blades, manually turn the engine using the ratchet wrench. C. Evaluate the damage to the blades of the generator turbine. The allowed damage of GT rotor blades is given in chapter 72-51-00 GENERATOR TURBINE – DESCRIPTION AND OPERATION, page 601-602. Any damage to the GT rotor must be reported to the GE AVIATION CZECH, s.r.o. manufacturer. The GT turbine has 55 blades. D. Very carefully take out the borescope optic cable from the engine. E. Perform a backward assembly of torch igniter and the engine test according to point 2.2. J to N. 05.30.00 Page 214 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 7. Borescope inspection of power (free) turbine blades A. For inspection of the free turbine blades, remove one exhaust stack. Fix the insert to exhaust case by 4 screws, but do not tighten. (1) Unlock and loosen the exhaust stack nuts. Then remove the stack (2) To the screws of exhaust stacks, insert four on one flange and tighten. B. Insert the tip of the borescope through the exhaust duct to the power (free) turbine blades. By turning the propeller shaft, turn the rotor and check individual blades before evaluating the damage. Fig. 217. The PT turbine has 56 blades. C. The allowed damage of PT rotor blades is given in chapter 72-51-00 POWER TURBINE– DESCRIPTION AND OPERATION, page 601. Any damage to the PT rotor blades must be reported to the GE AVIATION CZECH, s.r.o. manufacturer. BORESCOPE INSPECTION OF POWER (FREE) TURBINE BLADES Fig. 217 D. Remove the borescope cable from the engine and reassemble the exhaust stack 5.30.00 Page 215 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 5.30.00 Page 216 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72 ENGINE THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES 4 Jan 18, 2013 72 "RECORD OF REVISIONS" Page 1 72 "REVIEW OF EFFECTIVE PAGES" Page 1 72.01.01, Page 6 72.02.00, Pages 605 and 607 9 Nov 06, 2014 72 "RECORD OF REVISIONS" Page 1 72 "REVIEW OF EFFECTIVE PAGES" Page 1 72.01.01, Pages 1 and 6 72.02.00, Page 1011 14 SB-M601E- Jun 29, 2018 72-00-000078, SB-M601E72-00-000071 DATE OF INSERTION AND SIGNATURE 72 “RECORD OF REVISIONS” Page 1 72 “REVIEW OF EFFECTIVE PAGES” Page 1, 2 72.03.00 Page 709-714, 913-918 15 Feb 28, 2020 72 “RECORD OF REVISIONS” Page 1 72 “REVIEW OF EFFECTIVE PAGES” Page 1, 2 72.02.00 Pages 401, 601, 1008 72.03.00 Page 602 72 „RECORD OF REVISIONS“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72 „Record of Revisions“ Page Date 1 2 Feb 28, 2020 July 1, 2008 1 2 Feb 28, 2020 Feb 28, 2020 1 2 Blank July 1, 2008 July 1, 2008 72.00.00 1 2 July 1, 2008 July 1, 2008 72.01.00 1 2 3 4 5 6 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.01.01 1 2 3 4 5 6 7 8 Nov 06, 2014 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Nov 06, 2014 July 1, 2008 July 1, 2008 72.01.02 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72 „Review of Effective Pages“ 72 „Contents“ Section subsection point 72.01.02 72.01.02 Page Date 17 18 Blank 19/20 21/22 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.01.03 1 2 Blank July 1, 2008 July 1, 2008 72.01.04 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.02.00 1 2 3 4 Blank 5/6 7/8 9/10 11/12 13/14 15/16 17/18 19/20 21 101 102 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 401 Feb 28, 2020 402 Blank July 1, 2008 601 602 603 604 605 606 607 608 609 610 Blank Feb 28, 2020 July 1, 2008 July 1, 2008 July 1, 2008 Jan 18, 2013 July 1, 2008 Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 72 „REVIEW OF EFFECTIVE PAGES“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 72.02.00 Page Date 1001 1002 1003 1004 1005 1006 1007 1008 1009 1010 1011 1012 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Feb 28, 2020 July 1, 2008 July 1, 2008 Nov 06, 2014 July 1, 2008 72.02.01 201 202 Blank July 1, 2008 July 1, 2008 72.03.00 1 2 Blank 101 102 Blank 201 202 Blank 301 302 303 304 305 306 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 501 502 503 504 505 506 507 508 509 510 511 512 Blank 513/514 515 516 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72 „REVIEW OF EFFECTIVE PAGES“ Page 2 Feb 28, 2020 Section subsection point 72.03.00 72.03.01 Page Date 601 602 603 604 Blank July 1, 2008 Feb 28, 2020 July 1, 2008 July 1, 2008 701 702 703 704 705 706 707 708 709 710 711 712 713 714 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 901 902 903 904 905 906 907 908 909 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 910 911 912 913 914 915 916 917 918 July 1, 2008 July 1, 2008 July 1, 2008 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 Jun 29, 2018 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 72.00.00 72.01.00 72.01.01 72.01.02 72.01.03 72.01.04 72.02.00 72.02.01 72.03.00 72.03.01 ENGINE ASSEMBLY, COMPLETE - General ENGINE LAYOUT AND ITS FEATURES - Description and operation BASIC TECHNICAL DATA - Description and operation PERFORMANCE POWER RATINGS - Description and operation ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION - Description and operation 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 PREPARATION FOR THE FIRST ENGINE STARTING - Procedure 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 TOOLS - Description and operation 72 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE ASSEMBLY, COMPLETE 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 72.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE LAYOUT AND ITS FEATURES 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, gasgenerator 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AV VIATIO ON CZE ECH MAIN NTENANCE E MANUAL MANUA AL PART No. 09820 055 ENG GINE - L.H. SIDE S VIEW Fig. 1 72.01.00 0 Page 3 Ju uly 1, 2008 8 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 ENGINE - R.H. SIDE VIEW V Fig. 2 72.01.00 Page 4 July 1, 20 008 GE AV VIATIO ON CZE ECH MAIN NTENANCE E MANUAL MANUA AL PART No. 09820 055 EN NGINE - FRO ONT VIEW Fig. 3 72.01.00 0 Page 5 Ju uly 1, 2008 8 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 ENGINE E - REAR VIE EW Fig. 4 72.01.00 Page 6 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 BASIC TECHNICAL DATA DESCRIPTION AND OPER ATION 1. ENGINE ASSEMBLY, COMPLETE Engines designation: GE Aviation Czech M601E, GE Aviation Czech 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 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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: Power and specific fuel consumption for individual ratings are given in: See the Operation Manual (Manual Part No. 0982404) 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 Gear ratio: Oil pump type: i = 0.11611 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - rotor 23 55 Power turbine: No. of blades: - stator - rotor Temperature at the gas generator turbine inlet 19 28 pairs 1,230 K (calculated) Cooling of guide vanes and disks of both turbines: 72.01.01 Page 4 July 1, 2008 By air GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 Gear ratio: i = 0.11457 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 Gear ratio: i = 0.11457 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 3. FUEL SYSTEM Fuel system: Low-pressure, incorporating a gear pump and centrifugal governor Fuel pump: LUN 6290.04-8 Fuel control unit: LUN 6590.51-8 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 5. CONTROLS 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. 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, LUN 1539.02-8 A 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 6 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 7 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 72.01.01 Page 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 PERFORMANCE 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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) 560 595 395 98.6 2080 751 798 0.6493 sea level static 23 °C (73.4 °F) 560 595 751 798 max. continuous 15 °C (59 °F) 490 521 410 657 699 0.674 sea level static 18 °C (64.4 °F) 490 521 657 699 560 595 751 751 560 595 rating 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) intermediate contingency sea level static 28 °C (82.4 °F) maximum contingency (10 min) 97.325 kPa (14.12 psi) 28 °C (82.4 °F) 751 798 595 630 798 845 NOTE: gas generator speed 100 % 2,080 propeller rpm - 710 1895 100 2080 2570 735 1895 - - 96.5 97 100 1800 to 2080 1800 to 2080 2080 2570 680 1895 2570 690 1895 2570 735 1895 2570 - 100.5 2080 - 102 2080 1895 760 2737 = 36,660 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 2 July 1, 2008 2570 2019 780 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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) 560 595 395 98.6 2080 751 798 0.6493 sea level static 23 °C (73.4 °F) 560 595 751 798 climb and max. cruise 15 °C (59 °F) 490 521 410 657 699 0.674 sea level static 18 °C (64.4 °F) 490 521 657 699 560 595 751 751 560 595 rating 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) max. continuous sea level static 28 °C (82.4 °F) max. take-off (5 min) 97.325 kPa (14.12 psi) 28 °C (82.4 °F) 751 798 595 630 798 845 NOTE: gas generator speed 100 % 2,080 propeller rpm - 2570 710 1895 100 2080 2570 735 1895 - - 96.5 97 100 1800 to 2080 1800 to 2080 2080 2570 680 1895 2570 690 1895 2570 735 1895 2570 - 100.5 2080 - 102 2080 1895 760 2737 2019 780 = 36,660 rpm = 31,023 power turbine rpm ENGINE POWER RATINGS ACCORDING TO FAR V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES WALTER M601E Table 1 72.01.02 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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) 560 595 389 98.1 2080 751 798 0.64 sea level static 28 °C (82.4 °F) 560 595 751 798 max. continuous 15 °C (59 °F) 490 521 405.9 657 699 0.667 sea level static 21 °C (69.8 °F) 490 521 657 699 560 595 751 751 560 595 rating take-off with water injection 300 l/hr (79 US gal/hr) (5 min) sea level static 42 °C (107.6 °F) intermediate contingency sea level static 32 °C (90 °F) maximum contingency (10 min) 97.325 kPa (14.12 psi) 31.5 °C (88.7 °F) 751 798 595 630 798 845 NOTE: gas generator speed 100 % 2,080 propeller rpm 690 1895 - 100 2080 2570 735 1895 96.2 - 97 - 100 1800 to 2080 1800 to 2080 2080 2570 660 1895 2570 690 1895 2570 735 1895 2570 - 100.5 2080 - 102 2080 1895 760 2737 = 36,660 rpm = 31,023 power turbine rpm ENGINE POWER RATINGS ACCORDING TO JAR V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES WALTER M601E-21 Table 1 72.01.02 Page 4 July 1, 2008 2570 2019 780 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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) 560 595 389 98.1 2080 751 798 0.64 sea level static 28 °C (82.4 °F) 560 595 751 798 climb and max. cruise 15 °C (59 °F) 490 521 405.9 657 699 0.667 sea level static 21 °C (69.8 °F) 490 521 657 699 560 595 751 751 560 595 rating take-off with water injection 300 l/hr (79 US gal/hr) (5 min) sea level static 42 °C (107.6 °F) max. continuous sea level static 32 °C (90 °F) max. take-off (5 min) 97.325 kPa (14.12 psi) 31.5 °C (88.7 °F) 751 798 595 630 798 845 NOTE: gas generator speed 100 % 2,080 propeller rpm 2570 690 1895 - 100 2080 2570 735 1895 96.2 - 97 - 100 1800 to 2080 1800 to 2080 2080 2570 660 1895 2570 690 1895 2570 735 1895 2570 - 100.5 2080 - 102 2080 1895 760 2737 2019 780 = 36,660 rpm = 31,023 power turbine rpm ENGINE POWER RATINGS ACCORDING TO FAR V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES WALTER M601E-21 Table 1 72.01.02 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 650 NR [kW] 100 600 NR N 99 101. 325 288 p0 T1 [kW ] 98.6 550 98 nVR nV 288 T1 [rpm] nGR nG 288 T1 [%] 97 500 96 450 95 94 400 92 350 90 300 88 250 MK = 2570 Nm 86 200 84 82 150 80 nGR [%] 100 75 nVMAX = 2080 rpm 70 50 65 60 0 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 nVR [rpm] 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 72.01.02 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 650 NR [kW] 100 99 600 NR N 101, 32 5 p0 288 98,1 [kW ] T1 98 550 n VR n V 2 88 97 [1 / m in] T1 500 n GR nG 96 2 88 [% ] T1 95 450 94 400 92 350 90 300 88 250 86 MK = 2570 Nm 200 84 82 150 80 nGR [%] 100 75 nVMAX = 2080 1/min 70 50 65 60 0 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 nVR [1/min] 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 7 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 700 [kW] nG = 100 [%] 650 Ist DEGREE IInd DEGREE 600 IIIrd DEGREE ITT = 735 °C 550 500 ITT = 735 °C = const. 450 400 Maximum available engine power Actual power can be estimated multiplying by p0/101.325 350 10 15 20 25 30 35 40 t0 [°C] 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 72.01.02 Page 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 750 101,325 NH. p0 [kW] 700 nG = 100 [%] Ist DEGREE 650 IInd DEGREE IIIrd DEGREE 600 550 500 450 Maximum available engine power Actual power can be estimated multiplying by p0/101.325 400 10 15 20 25 30 35 40 t0 [°C] 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 72.01.02 Page 9 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr [kg/hr] km/hr km/hr TAKE-OFF RATING SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E Fig. 3 72.01.02 Page 10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr [kg/hr] km/hr km/hr TAKE-OFF RATING SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E-21 Fig. 3 72.01.02 Page 11 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr ITT ITT C o km/h TAKE-OFF RATING NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E Fig. 4 72.01.02 Page 12 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr ITT oC ITT km/hr TAKE-OFF RATING NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E-21 Fig. 4 72.01.02 Page 13 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr [kg/hr] km/hr km/hr 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 72.01.02 Page 14 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr [kg/hr] km/hr km/hr 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-21 Fig. 5 72.01.02 Page 15 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr ITT oC ITT km/hr MAX. CONTINUOUS RATING ACCORDING TO JAR CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E Fig. 6 72.01.02 Page 16 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 km/hr ITT oC ITT km/hr MAX. CONTINUOUS RATING ACCORDING TO JAR CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR NET JET THRUST, INTERTURBINE TEMPERATURE. NO INSTALLATION LOSSES - ISA CONDITIONS. WALTER M601E-21 Fig. 6 72.01.02 Page 17 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.01.02 Page 18 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO JAR Interturbine Shaft temperature power max. ITT Power rating kW (SHP ) External power source ISA alt. of up to 4 km (13123 ft) Starting Propeller speed nv rpm 100 % = 36660 rpm 730 730 Ground idle Flight 1) idle °C 700 Storage battery ISA altitude of up to 4 km (13123 ft) In-flight (starter + autorotation) Gas generator speed nG % 550 For ISA altitude of 0 to 1 km (0 to 3280 ft) Torque Mk (TQ) % 100 % = 2570 Nm (1896 lb.ft) minimum speed when starter is switched on 18 Temperature Pressure °C MPa minimum -20 For ambient air temperature below 0 °C (+32 °F) max. 0.35 1900 490 (657) 690 max. 97 max. 2080 Take-off 560 (751) 735 max. 100 2080 560 (751) 735 max. 100 2080 Maximum contingency 595 (798) 780 max. 102 2080 max. 106.5 Intermediate contingency 560 (751) 760 max. 100 2080 max. 100 max. overshoot 101 overshoot max. 2140 735 not more than 3 peaks until getting steady 710 at balked landing max. 100 max. overshoot 106 max. 97 max. 1900 Atmospheric conditions: 560 (751) 710 max. 99 max. 2080 at nG 80% 5 min 0.18 to0.27 5 min +20 to +95 min. 1 +20 to +85 min. 6 -50 to +50 (-58 to +122) At take-off short-time torque increase up to 106 % is acceptable. 10 min Both ratings are exclusively defined for the event of one engine inoperative (OEI) flight. 3) Application of both ratings is described in the Operation Manual in section Emergency Procedures. at oil temperature lower than +55 °C max. 0.3 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. min. 6 max. 100 min. 0.12 at nG 80 % 0.18 to 0.27 (on ground only) Maximal values when emergency circuit is on 45 sec +20 to +85 max. 2200 When the emergency circuit is on BETA Control In case of interrupted starting at higher ambient temperature (in altitudes above 2.5 km (8202 ft)) due to ITT exceeding start the engine using the emergency circuit. unlimited max. 94 For ISA altitude above 4 km (13123 ft) NOTE min. 0.12 Max. continuous Acceleration Ambient temperature °C (°F) With increasing flight altitude the idling speed increases automatically. 690 For ISA altitude of 0 to 4 km (0 to 13123 ft) Power rating time limit 60 + 3 75 0.8 Max. continuous 2) sec Oil 70 For ISA altitude of 1 to 4 km (3280 to 13123 ft) Take-off with water injection Time of ECL displacement max. 100 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). Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. Inlet fuel temperature: max. +60 oC (max. +140 oF). 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. 1 min 2 hrs WARNING: 1) 2) 3) 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. Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground. Refer to Operation Manual (Manual Part No. 0982404). Time necessary for finishing of the flight. Table 2 72.01.02 Pages 19/20 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO FAR Shaft power Power rating kW (SHP ) External power source ISA alt. of up to 4 km (13123 ft) Starting max. ITT Storage battery ISA altitude of up to 4 km (13123 ft) In-flight (starter + autorotation) Gas generator speed nG % °C Propeller speed nv rpm 100 % = 36660 rpm 700 730 730 Ground idle Flight 1) idle Interturbine temperature 550 For ISA altitude of 0 to 1 km (0 to 3280 ft) Torque Mk (TQ) % 100 % = 2570 Nm (1896 lb.ft) minimum speed when starter is switched on 18 Temperature Pressure °C MPa minimum -20 For ambient air temperature below 0 °C (+32 °F) max. 0.35 1900 490 (657) 690 max. 97 max. 2080 Take-off 560 (751) 735 max. 100 2080 560 (751) 735 max. 100 2080 Max. take-off 595 (798) 780 max. 102 2080 max. 106.5 Max. continuos 560 (751) 760 max. 100 2080 max. 100 max. overshoot 101 overshoot max. 2140 735 not more than 3 peaks until getting steady 710 at balked landing max. 100 max. overshoot 106 max. 97 max. 1900 Atmospheric conditions: 560 (751) 710 max. 99 max. 2080 at nG 80% 5 min 0.18 to0.27 5 min +20 to +95 min. 1 +20 to +85 min. 6 -50 to +50 (-58 to +122) At take-off short-time torque increase up to 106 % is acceptable. 5 min Both ratings are exclusively defined for the event of one engine inoperative (OEI) flight. 3) Application of both ratings is described in the Operation Manual in section Emergency Procedures. at oil temperature lower than +55 °C max. 0.3 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. min. 6 max. 100 min. 0.12 at nG 80 % 0.18 to 0.27 (on ground only) Maximal values when emergency circuit is on 45 sec +20 to +85 max. 2200 When the emergency circuit is on BETA Control In case of interrupted starting at higher ambient temperature (in altitudes above 2.5 km (8202 ft)) due to ITT exceeding start the engine using the emergency circuit. unlimited max. 94 For ISA altitude above 4 km (13123 ft) NOTE min. 0.12 Climb and max. cruise Acceleration Ambient temperature °C (°F) With increasing flight altitude the idling speed increases automatically. 690 For ISA altitude of 0 to 4 km (0 to 13123 ft) Power rating time limit 60 + 3 75 0.8 Climb and max. cruise 2) sec Oil 70 For ISA altitude of 1 to 4 km (3280 to 13123 ft) Take-off with water injection Time of ECL displacement max. 100 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). Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. Inlet fuel temperature: max. +60 oC (max. +140 oF). 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. 1 min 2 hrs WARNING: 1) 2) 3) 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. Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground. Refer to Operation Manual (Manual Part No. 0982404). Time necessary for finishing of the flight. Table 2 72.01.02 Pages 21/22 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER RATINGS DESCRIPTION AND OPERATION 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 1 Jul 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.01.03 Page 2 Jul 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.01.04 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DESCRIPTION AND OPERATION 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 1 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 - 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 2 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.00 Page 4 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DESCRIPTION AND OPERATION 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 1 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 - 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 2 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.00 Page 4 Jul 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 1 72.02.00 Pages 5/6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 2 72.02.00 Pages 7/8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 3 72.02.00 Pages 9/10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 4 72.02.00 Pages 11/12 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 5 72.02.00 Pages 13/14 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 6 72.02.00 Pages 15/16 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 7 72.02.00 Pages 17/18 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION DRAWING Sheet 8 72.02.00 Pages 19/20 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 21 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 2 1 5 6 7 3 10 8 9 4 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. July 1, 2008 - 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 72.02.00 Page 22 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION TROUBLE SHOOTING If some trouble occurs, contact the service department of the engine manufacturer. 72.02.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION 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. CAUTION: DO NOT TURN THE GAS GENERATOR ROTOR IF THE FLOW ADAPTERS FROM THE OIL COOLER TO THE ACCESSORY GEARBOX ARE SEALED WITH A PLUG. DAMAGE TO THE OIL PUMPS CAN OCCUR. 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 401 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspections after installation On pages 601 to 602 Manpower required (Manhours) Working procedures and technical requirements Further work The following inspections should be performed during engine See Check page 101 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. CAUTION: DO NOT TURN THE GAS GENERATOR ROTOR IF THE FLOW ADAPTERS FROM THE OIL COOLER TO THE ACCESSORY GEARBOX ARE SEALED WITH A PLUG. DAMAGE TO THE OIL PUMPS CAN OCCUR. 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. Test Equipment Tools and Fixtures Consumable Materials 72.02.00 Page 601 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Inspections after installation Working procedures and technical requirements 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 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 602 July 1, 2008 601 to 602 Manpower required (Manhours) Name of work to On pages Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 I II III Pin dia 11.1 f7 Clearance Hole dia 11.1+0.03 0.016 to 0.064 Pin dia 11.1 f7 Clearance Hole dia 11.1 H7 0.016 to 0.052 Nut 17 Surface defects not allowed 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 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 I II III Pin dia 65.049 j6 Clearance Hole dia 65.1 0.039 to 0.088 Pin dia 12.693 h5 Clearance Hole dia 12.7 D8 0.057 to 0.092 H7 Surface defects not allowed 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 604 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the engine instruments fastening Working procedures and technical requirements On pages 605 to 606, 609 Manpower required (Manhours) Further work Check 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 - torque limiter pressure switch item 4 LUN 1476-8 item 5 LUN 1540.02-8 item 6 - torquemeter pressure transmitter - engine actuating elements on the accessory drive box item 7 - starter-generator LUN 2132.02-8 item 8 - fuel control unit LUN 6590.51-8 item 9 LUN 1333.12-8 item 10 - generator turbine speed transmitter Test Equipment Tools and Fixtures Consumable Materials 72.02.00 Page 605 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the engine instruments fastening Working procedures and technical requirements LUN 6102 item 11 - fuel pump LUN 6290.04-8 item 13 - ignition unit LUN 2201.03-8 or UNISON item 15 LUN 1358-8 item 16 - exhaust bends item 17 - electrohydraulic actuator LUN 7880.01-8 - minimum oil pressure switch 1.25 K item 18 LUN 1469.32-8 item 19 LUN 3280-8 item 20 M601-710.7 item 21 - alternator LUN 2102 item 22 - sparking plug N 25F - 3 - automatic feathering pressure switch - automatic feathering switch on the engine control lever - torch igniter - chips signaller 72.02.00 Page 606 July 1, 2008 605 to 606, 609 Manpower required (Manhours) Further work - hydraulic pump - oil temperature transmitter On pages or CHAMPION item 23 M601-208.6 item 23 items 25, 26 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of electric installation of the engine instruments Working procedures and technical requirements On pages 607 to 608, 609 Manpower required (Manhours) Further work Check 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 LUN 1540.02-8 item 6 - starter-generator LUN 2132.02-8 item 8 - fuel control unit LUN 6590.51-8 item 9 LUN 1333.12-8 item 10 LUN 6290.04-8 item 13 - Torquemeter pressure transmitter - generator turbine speed transmitter - fuel pump Hand torch or portable light Test Equipment Tools and Fixtures Consumable Materials 72.02.00 Page 607 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of electric installation of the engine instruments Working procedures and technical requirements - ignition unit LUN 2201.03-8 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 LUN 3280-8 item 20 M601-710.7 item 21 - alternator LUN 2102 item 22 - sparking plug N 25 F - 3 - automatic feathering - automatic feathering switch on the engine control lever - torch igniter or CHAMPION item 23 M601-208.6 item 23 - 9 terminals of thermocouples for ITT measurement 72.02.00 Page 608 July 1, 2008 607 to 608, 609 Manpower required (Manhours) Further work or UNISON pressure switch On pages item 24 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the engine instruments fastening Inspection of electric installation of the engine instruments Working procedures and technical requirements On pages 605 to 609 Manpower required (Manhours) Further work Check Fig. 603 72.02.00 Page 609 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.00 Page 610 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE INSTALLATION 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 1001 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1002 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 METALLIC TRANSPORT CONTAINER Fig. 1001 72.02.00 Page 1003 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Unpacking of the WALTER M601 engine from a metallic transport container Working procedures and technical requirements On pages 1004 to 1005 Manpower required (Manhours) Further work Check 1. Remove two seals from the lid and one seal - 1 - from the Engine Log Book box (see Fig. 1003). 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. Test Equipment 72.02.00 Page 1004 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Unpacking of the WALTER M601 engine from a metallic transport container Working procedures and technical requirements 7. On pages 1004 to 1005 Manpower required (Manhours) Further work Check 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 1005 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1006 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 1007 to 1012 Manpower required (Manhours) Name of work Engine transportation Working procedures and technical requirements 1. On pages Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 72.02.00 Page 1007 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further work - 2 pc - hydraulic pump drive on the accessory drive box - blinding plug Dwg. No. M601-5282.4 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 - 1 pc - 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 72.02.00 Page 1008 Feb 28, 2020 - No. 15319140 1007 to 1012 Manpower required (Manhours) Engine transportation - oil supply and return from the cooler on the accessory drive box - blinding plug Dwg. No. N1186-27-40 On pages - 1 pc Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 1007 to 1012 Manpower required (Manhours) Name of work Engine transportation Working procedures and technical requirements Further work Check 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 pullrods should be secured against movement by binding wire. 72.02.00 Page 1009 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Engine transportation Working procedures and technical requirements Further 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: 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 1010 July 1, 2008 1007 to 1012 Manpower required (Manhours) Name of work - spring washer 10 ČSN 02 1740.05 On pages Check GE AVIATION CZECH s.r.o. MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 1007 to 1012 Manpower required (Manhours) Name of work Engine transportation Working procedures and technical requirements Further work Check 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 - oil pressure transmitter LUN 1559.01-8 1 pc LUN 1558-8 1 pc or torque indicator LUN 1558.01-8 1 pc LUN 1539.02-8 1 pc or LUN 1539.02-8 A 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 1011 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Engine transportation Working procedures and technical requirements Further 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 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 !! 72.02.00 Page 1012 July 1, 2008 1007 to 1012 Manpower required (Manhours) Name of work - washer 8.4 ČSN 02 1702.15 On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 PREPARATION FOR THE FIRST ENGINE STARTING 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 201 July 1, 2008 GE AVIATION CZECH s.r.o. MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.02.01 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.03.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY TROUBLESHOOTING If some trouble occurs which elimination by users personnel is not permitted, contact the organization authorized to FCU technical services. 72.03.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.03.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 201 Jul 1 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.03.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 302 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 303 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 304 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 305 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Tightening Torque Thread Size Nm lb.in mm in min. max. min. max. M3 0.1181 2.0 4.0 17 35 M4 0.1575 2.15 5.8 18,5 50 M5 0.1968 2.4 7.2 21 62.5 M6 0.2362 3.0 8.7 26 75.5 M8 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 306 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 13. Engine shut-down and inspection 72.03.00 Page 502 July 1, 2008 min. 3.0 - engine cooling and engine run check-up rotors run-out time measurement GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 60 0 1 70 80 90 100 nG [%] starting warming up 2 ground idle flight idle 3 4 5 6 limiters check checking of AF switch closing point maximum continuous rating take-off rating take-off rating with water injection deceleration 7 8 9 acceleration reverse thrust rating emergency circuit on 10 11 cooling 12 ground idle 13 engine shut-down ENGINE GROUND TEST COURSE 14 running time [min] 72.03.00 Page 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 504 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 GR = n G · 288 ...................................................................(% ) ( 273 + t 0 ) ITTR = (ITT + 273 )· 288 - 273 ...........................................................( o C ) 273 + t 0 NHR = 0,0026923· n V · Mk · 101325 , 288 · ....................................(kW ) p0 ( 273 + t 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 506 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 507 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 508 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 509 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 600 920 580 900 560 880 540 860 520 840 500 820 480 800 460 780 440 760 420 740 400 720 380 700 360 680 N MIN 340 660 320 640 300 ITT R [°C] corrected interturbine temperature corrected shaft power N HR [kW] 620 ITT MAX 280 91 92 93 94 95 96 97 98 99 100 600 101 corrected gas generator speed n GR [%] CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE, NO AIR BLEED WALTER M601E Diagram 501 72.03.00 Page 510 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 620 900 600 880 580 860 560 840 540 820 520 800 500 780 480 760 460 740 440 720 420 700 400 680 380 660 N MIN 360 640 ITT MAX 340 620 320 600 300 91 92 93 94 95 96 97 98 99 100 ITT R [°C] corrected interturbine temperature corrected shaft power N HR [kW] 580 101 corrected gas generator speed n GR [%] CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE, NO AIR BLEED WALTER M601E-21 Diagram 501 72.03.00 Page 511 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 This page has been intentionally left blank. 72.03.00 Page 512 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 MAX. SHAFT POWER AT REVERSE THRUST RATING Diagram 502 72.03.00 Pages 513/514 July 1, 2008 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 N % 18 16 14 IIIrd STAGE 12 10 IInd STAGE 8 6 Ist STAGE 4 2 0 10 15 20 25 30 35 40 45 50 oC t0 RELATIVE SHAFT POWER INCREASE AT THE SELECTED STAGE OF WATER INJECTION Diagram 503 72.03.00 Page 515 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 This page has been intentionally left blank. 72.03.00 Page 516 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Turning the generator rotor Working procedures and technical requirements On pages 602 Manpower required (Manhours) Further work Check See General: The rotor of the generator is turned manually using the ratchet Page 101 lever for rotor turning Dwg. No. M601-919.6. CAUTION: DO NOT TURN THE GAS GENERATOR ROTOR IF THE FLOW ADAPTERS FROM THE OIL COOLER TO THE ACCESSORY GEARBOX ARE SEALED WITH A PLUG. DAMAGE TO THE OIL PUMPS CAN OCCUR. 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. The M601-919.6 ratchet for turning engine rotor Test Equipment 72.03.00 Page 602 Feb 28, 2020 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Turning the power turbine rotor On pages 603 Manpower required (Manhours) Working procedures and technical requirements Further work 1. Relieve the locking of propeller blades against turning (if used). See 2. Grasp the propeller blade in your hand and turn it in the Check Page 101 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. Test Equipment Tools and Fixtures Consumable Materials 72.03.00 Page 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 This page has been intentionally left blank. 72.03.00 Page 604 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 s.r.o., Nábřeží Dr. Beneše, 2307, 26 901 Rakovník, CZ), or TURCO 4217 (Turco Purex Ind. Corp., 24700 South Main St., Carson, CA 90740, USA) that serve as a cleaning ingredient of the water solution. 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. NOTE: For the preparation of the water solution distiled water or demineralized, deionized or water from which mineral substances (hereinafter In chapter 72.03.00 referred to as water) have been eliminiated should be used. 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 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 701 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 2. PREPARATION OF THE WASHING SOLUTION a) For ambient temperature above +5 oC: 13 parts of water 12 parts of aviation 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 water 7 parts of synthetic ethyl alcohol (denaturised alcohol) 12 parts of aviation 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. c) Cleaning solulion using water/isopropyl alcohol ZOK International Group Ltd. (l/l) Elsted Midhurst, West Sussex outside air temperarure (oC) ZOK 27 above 5 20 80/0 +5 to -5 20 60/20 -5 to –20 20 50/30 -20 to-30 20 40/40 -30 to -40 20 30/50 (l) GU29 OJT, UK, www.zok.com NOTE: Before injecting the mixture into engine, it should be carefully agitated and, during the injection, any separation of its components should be avoided. 72.03.00 Page 702 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 3. WASHING THE COMPRESSOR 1. General The compressor assembly does not include any parts of life shorter than is the approved time of engine operation. No parts are to be replaced in operation. As far as any trouble will be met, this must never be rectified by workers with the user. The organization authorized to technical services should always be contacted. Maintenance practices, as removal/installation and adjustment/test, can be carried out in an approved overhaul facility only. 2. Cleaning/Painting A. Compressor Performance Recovery Wash (1) General Compressor internal washing is a remedy against gradual deterioration of engine performance due to air path clogging by airborne contamitants or salt deposits. Performance recovery wash is carried out in case of shaft power drop that can be determined e.g. within prescribed inspections. Frequency of desalination washing depends on local conditions or recommendations of GE AVIATION CZECH Customer Support Dpt. This washing must be performed daily after flying program termination when take-offs and landings from sea level are carried out. Procedures for both hot and cold washing and desalination washing of M601 engine are described below. (2) Equipment required (a) Two separate containers made of corrosion resistant material. The first one is destined for washing solution, the second one for distilled water. Both containers must be clean. The volume of each container has to be at least 20 liters. (b) Two independent shut-off valves connecting both containers to water spray ring. (c) Pressure gauge with range up to 0.3 MPa. (d) Source of compressed air (0.12 to 0.14 MPa) fitted with shut-off valve 72.03.00 Page 705 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CAUTION: BOTH CONTAINERS MUST BE APPROVED TO OPERATION IN RANGE OF PRESSURE, AS PRESENTED IN POINT (d). (e) Accessories and fittings for compressor washing as shown in Fig. 201. NOTE: Complete set for compressor wash can be supplied on special order. (3) Procedure (3.1) Hot washing (a) Connect the washing solution feeding hose (Item 6) to the spray ring inlet fitting. NOTE: Stir the washing solution properly before use. (b) Start the engine. Follow the standard starting procedure (Ref. 80-00-00 ENGINE STARTING – MAINTENANCE PRACTICES, Para 1.A. Engine Starting). (c) Open the valve of the pressure air source (Item 1) so that both containers will be pressurized. After app. one minute, open the shut-off valve (Item 5) of the washing solution container. Thus, the washing solution is sprayed in the compressor inlet. App. 12.5 to 15 liters of washing solution is required for one washing cycle. Owing to the washing solution mixing with the stream of air entering the compressor, a decrease in the gas generator speed and interturbine temperature can be observed. Care should be therefore exercised for gas generator speed and, if necessary, it should be increased by the engine control lever above value of 60%. As soon as the washing solution has been consumed, close the valve (Item 5) on its container. (d) Open the valve (Item 5) of the distilled water container. Rinse the compressor with the whole quantity of distilled water. At the ambient temperature within the range -30 to +5oC, the Water/Isopropyl Alcohol solution, in concentration 1:1 must be used instead of pure distilled water (total quantity is app 12 liters). The solution should be stirred thoroughly before use. 72.03.00 Page 702 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CAUTION: WHEN WASHING THE COMPRESSOR AS DESCRIBED IN THE PRECEDING STEP, THE GAS GENERATOR SPEED MUST NOT EXCEED 63%. OTHERWISE THERE IS A DANGER THAT WASHING SOLUTION WILL EVAPORATE AND THE PARTICLES OF THE DETERGENTS WILL STICK ON THE COMPRESSOR VANES. WHEN RINSING THE COMPRESSOR WITH WATER/ISOPRPOPYL ALCOHOL SOLUTION, THE INTERTURBINE TEMPERATURE CAN EXCEED THE APPROVED LIMIT, TOO. (e) As soon as the compressor has been rinsed with the distilled water, accelerate to the speed higher than 80 %. Open the compressor high pressure air bleed for app. 1 min., so that the compressor and the air bleed line will be dry. Close the air bleed line and accelerate the gas generator several times from the speed of 80 % to the speed higher than 90+3 % (when the axial compressor air bleed valve is closed). Thus, the remainders of liquids will be removed from axial compressor air bleed valve. (f) If the solution for the compressor wash contains Isopropyl Alcohol (ambient temperature is lower than +5 oC), both the gas generator speed and the interturbine temperature increase. Under these conditions it is necessary to maintain the gas generator speed by the engine control lever within the range of 60 to 63 % (use the emergency circuit if necessary). (3.2) Cold recovery washing (a) Fill one container of the washing device with ten liters of washing solution (refer to Table 202, Chapter 72-00-00), fill the other container with ten liters of distilled water; at low ambient temperature in the range of +5°C to -25°C and below -25°C add 50% and 60% of Isopropyl Alcohol to relevant volume of water respectively. (b). Connect a source of the compressed air to the containers. (c) Open engine cowling. (d) Connect hose from the washing device container to the spray ring. 72.03.00 Page 705 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 e) Disconnect a tube supplying air from combustion chamber to the FCU (screw union G on the starting automatic). Blind end of the tube. (f) Airbleed for the airframe closed, ignition off, fuel supply shut-off, boost pump on. (g) Motor engine. Note: Use ground power source for starter/generator feeding. (h) When gas generator speed of 5% is attained inject washing solution into engine induction system. (i) Motoring run is finished after 20 seconds automatically by a time relay. (j) Stop water injection as soon as gas generator speed falls to 5%. (k) Repeat preceding steps a), f) to j) with regard to extent of the air path contamination. After each washing cycle allow the washing solution to soak for 15 minutes. Next procedure - Motor engine and rinse it twice using 10 liters of distilled water (or appropriate mixture of Water/Isopropyl Alcohol) from the other container acc. to points f) to j). - Motor engine. - Blow the tube supplying air from combustion chamber to the FCU by compressed air to remove water. - Install back air supplying tube to the FCU. - Remove air bleed valve, wash it with washing petrol and install it again (refer to Chapter 75-31-00, page 404 to 406). - 72.03.00 Page 706 July 1, 2008 Start engine, warm it up, set gas generator of app. 80% for one to two minutes. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CAUTION: COLD RECOVERY WASH IS NOT PERMITTED FOR THE FOLLOWING ENGINE MODELS FITTED WITH BUILD CONFIGURATION BC01 (LOW PRESSURE BLEED SYSTEM): M601E-11, M601E- 11S, M601E-11A, M601E-11AS, M601F, M601FS. (3.3) Desalination cold washing a) Fill one container of the washing device with ten liters of distilled water; at low ambient temperature in the range of +5°C to -25°C and below -25°C add 50% and 60% of Isopropyl Alcohol to relevant volume of water respectively. b) Proceed acc. to points b) to j) of the preceding Para (3.2). c) Motor engine. d) Blow the tube supplying air from combustion chamber to the FCU by compressed air to remove water. e) Install back air supplying tube to the FCU. f) g) Remove air bleed valve, wash it with washing petrol and install it again (refer to Chapter 75-31-00 – page 404 to 406). Clean engine surface with cloth moistened with detergent. Start engine, warm it up, set gas generator of app. 80% for one to two minutes. CAUTION: COLD DESALINATION WASH IS NOT PERMITTED FOR THE FOLLOWING ENGINE MODELS FITTED WITH BUILD CONFIGURATION BC01 (LOW PRESSURE BLEED SYSTEM): M601E-11, M601E-11S, M601E-11A, M601E11AS, M601F, M601FS. Note: In case of damage to paint on the reduction/accessory gearbox repair it per AMS–M– 3171 (Magnesium Alloy, Processes for Pretreatment and Prevention of Corrosion) using e.g. MAGNA – DYNE E – 2390. 72.03.00 Page 707 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: 1 – source of pressurized air 2 – pressure gauge 3 – container for washing solution 4 – container for distilled water 5 – shut-off valves 6 – hose for connecting the compressor wash set-up to the water spray ring 7 – water spray ring COMPRESSOR WASH SET-UP Fig. 201 72.03.00 Page 708 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 4. GT BLADE WASHING 1. This washing procedure will remove deposits of sand, dirt, chemicals, ash, dust, salt etc. from the GT blades. GT blade clean surfaces will improve resistance to oxidation and hot corrosion. 2. It is recommended that this GT blade wash be included along with the normal compressor periodic wash so that no additional engine starts be required. 3. Turco 4217 and ZOK 27 are the approved cleaners for the GT blades wash. Minimum 5 liters must be used in each clean and rinse cycle. 4. Prepare cleaning and rinse solutions as instructed in the applicable 72.00.00 ENGINE – MAINTANENCE PRACTICES, table 202 (3), ENGINE LIQUIDS AND CHEMICALS. 5. Turco 4217 and ZOK 27 cleaning solutions are most effective when the solution is heated to 50-70ºC. Mix the cleaning solution with hot water, if the heating apparatus is not available. Washing solution must not be heated if mixed with isopropyl alcohol. 6. It is recommended that rinsing be done using water heated to 50-70ºC for most effective removal of Turco 4217 and ZOK 27 cleaners from the GT blades. 7. Cleaning solutions that are already premixed should not have more water added because the water would make the cleaning strength weak. 8. A stronger cleaning solution of 1 part full strength cleaner and 2 parts fresh hot water is recommended when unusual amounts of GT blade contamination are seen (oil, dirt, and or salt deposits). 9. Contact GE Aviation Czech Service Center to order the GT blade spray tube or locally manufacture per definition in Fig. 702. Any stainless steel alloy may be used for the spray tube fabrication. 10. Connect the GT blade spray tube to a pressurized container with cleaning and/or rinsing solution. Recommended set-up of the pressurized container see in the applicable 72-30-00 COMPRESSOR – MAINTENANCE PRACTICES, 2A. Compressor Performance Recovery Wash. 11. Close off on aircraft all appropriate air bleed ducts to cockpit/cabin to prevent entrance of cleaning solution or gases during washing and drying cycles. 72.03.00 Page 709 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Fig. 702. Definition of GT blade spray tube (dimensions in milimiters) and its application. NOTE: It is recommended that engines that are operated in a dirty environment (sand, ash, dust, sulphurous flue gases, industrial smog, salt) have their GT blades washed on a periodic basis. The washing period would be the same as the chemical wash of the compressor per the applicable EMM 72.03.00 COMPRESSOR, paragraph 3 WASHING THE COMPRESSOR. NOTE: It is recommended that engines that are operated in a salty environment have their GT blades washed after each flight day. The washing period would be the same as the salt removal wash of the compressor flowpath in accordance with the applicable EMM 72.03.00 WASHING THE COMPRESSOR, paragraph 3 WASHING THE COMPRESSOR. CAUTION: DO NOT ATTEMPT TO WASH AN ENGINE THAT IS STILL HOT. LET ENGINE COOL DOWN UNTIL ITT IS BELOW 50ºC. (4.1) Washing GT blade for engines operating in a dirty environment (sand, ash, dust, sulphurous flue gases, industrial smog, salt). 1. Remove ITT probes A and B (either B1 or B2) as shown in Fig. 703. Refer to the applicable 72.53.00 COOLING AND TEMPERATURE MEASUREMENT. Port A must remain open to drain cleaning and rinsing solution from the engine. A waste container may be located under the engine to collect all drained off cleaning and rinsing solution. 72.03.00 Page 710 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. Insert GT blade spray tube through ITT probe port B and into GT NGVR hole (Fig. 702). Never use ITT ports other than port B, orientation of 1.5mm dia spray holes in the tube is optimized for ports B exclusively. Using M6 bolt secure the GT spray tube as shown in Fig. 704. Connect the other end of the GT spray tube to container with cleaning solution. Disconnect Compressor Bleed Valve tube and FCU air pressure tube. Cover tube openings to avoid contamination of Compressor Bleed Valve and FCU from cleaning and rinsing solution. Refer to the applicable 75.31.00 AIR BLEED VALVE, Servicing technology and 73.21.00 FUEL CONTROL UNIT – Servicing technology. Before starting the washing procedure, close the appropriate engine bleed ports and airframe bleed lines (refer to the applicable Aircraft Maintenance Manual) to prevent contamination of the aircraft. Wash the GT blades by opening discharge valve located on the pressurized container. Use minimum 5 liters of cleaning solution. Manually rotate and maximize the GT rotor speed to ensure a full 360º blade washing. Let the cleaning solution soak for a minimum of 10 minutes. Connect the other end of GT spray tube to container with rinsing solution (water or appropriate water/isopropyl alcohol mixture). Rinse the cleaner from the GT blades by using minimum 5 liters of rinsing solution. Manually rotate and maximize the GT rotor speed to ensure a full 360º blade rinsing. Disconnect GT spray tube and remove from ITT probe port B. Re-install ITT probes into port A and B. Refer to the applicable EMM 72.53.00 COOLING AND TEMPERATURE MEASUREMENT. Re-install Compressor Bleed Valve tube and FCU air pressure tube. Refer to applicable 75.31.00 AIR BLEED VALVE, Servicing technology and 73.21.00 FUEL CONTROL UNIT, Servicing technology. Clean engine external surface with the applicable lint-free cloth moistened with a detergent. Refer to section 72.03.00 Cleaning of engine external surfaces from a build-up of dirt, corrosion, or salt deposits when engine external surfaces show a buildup of dirt, corrosion, or salt deposits. Return the aircraft to its usual condition. Remove the blankoff caps from engine bleed ports, and reinstall (refer to the applicable Aircraft Maintenance Manual) airframe bleed lines. Do a normal engine start and accelerate to approx. 80% Ng for 1-2 minutes to dry out engine flowpath. Time to light-off can be several seconds longer than with a fully dried engine. 72.03.00 Page 711 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Fig. 703. Position of ITT probes A, B1 and B2. Looking in opposite to flight direction. Fig. 704. Details of GT blade spray tube installation on port B1 and B2. (4.2) Washing GT blade procedure for engines operating in a salt environment. (1) Remove ITT probes A and B (either B1 or B2) as shown in Fig. 702. Refer to the applicable EMM 72.53.00 COOLING AND TEMPERATURE MEASUREMENT. (2) Port A must remain open to drain rinsing solution from the engine. A waste container may be located under the engine to collect all drained off rinsing solution. 72.03.00 Page 712 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (3) Insert spray tube through ITT probe port B and into GT NGVR hole (Fig. 702). Never use ITT ports other than port B, orientation of 1.5mm dia spray holes in the tube is optimized for ports B exclusively. (4) Using M6 bolt secure the GT spray tube as shown in Fig. 703. (5) Disconnect Compressor Bleed Valve tube and FCU air pressure tube. Cover tube openings to avoid contamination of Compressor Bleed Valve and FCU from cleaning and/or rinsing solution. Refer to the applicable 75.31.00 AIR BLEED VALVE, Servicing technology and 73.21.00 FUEL CONTROL UNIT, Servicing technology. (6) Before starting the washing procedure, close appropriate engine bleed ports and airframe bleed lines (refer to the applicable Aircraft Maintenance Manual) to prevent contamination of the aircraft. (7) Connect the other end of GT spray tube to container with rinsing solution (water or appropriate water/isopropyl alcohol mixture). (8) Rinse the GT blades by opening discharge valve located on the pressurized container. Use minimum 5 liters of rinsing solution. Manually rotate the GT rotor and maximize the GT rotor speed to ensure a full 360º blade rinsing. (9) Disconnect GT spray tube from rinsing solution container and remove from ITT probe port B. (10) Re-install ITT probes into port A and B. Refer to the applicable 72.53.00 COOLING AND TEMPERATURE MEASUREMENT. (11) Re-install Compressor Bleed Valve tube and FCU air pressure tube. Refer to the applicable 75.31.00 AIR BLEED VALVE, Servicing technology and 73.21.00 FUEL CONTROL UNIT, Servicing technology. (12) Clean engine external surface with the applicable lint-free cloth moistened with a detergent. Refer to 72.03.00 Cleaning of engine external surfaces from a build-up of dirt, corrosion, or salt deposits, when engine external surfaces show a buildup of dirt, corrosion, or salt deposits. (13) Return the aircraft to its usual condition. Remove the blankoff caps from engine bleed ports, and reinstall (refer to the applicable Aircraft Maintenance Manual) airframe bleed lines. (14) Do a normal engine start and accelerate to approx. 80% Ng for 1-2 minutes to dry out engine flowpath. Time to light-off can be several seconds longer than with a fully dried engine. (4.3) Cleaning of engine external surfaces from a buildup of dirt, corrosion, or salt deposits. NOTE: The steps that follow are applicable when a visual inspection of the engine exterior surfaces shows a buildup of dirt, corrosion, or salt deposits. It is recommended that engines that are operated in a dirty environment (sand, ash, dust, sulphurous flue gases, industrial smog, salt) have external surfaces washed on a periodic basis. 72.03.00 Page 713 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CAUTION: DO NOT ATTEMPT TO CLEAN AN ENGINE THAT IS STILL HOT OR RUNNING. LET ENGINE COOL FOR A MINIMUM OF 60 MINUTES AFTER SHUTDOWN. Clean and preserve corroded engine external surfaces as follows: 1. Wipe down the contaminated surface with distilled or demineralized water to remove any corrosion deposits (sand, ash, dust, sulphurous flue gases, industrial smog, salt). 2. If corrosion found, remove it locally (remove only corroded layer of material) with Scotch-Brite pad before application of the corrosion inhibiting compound. 3. Apply light corrosion-inhibiting compound, LPS-3 or WD-40, to exposed metallic surface with the applicable lint-free cloth. 72.03.00 Page 714 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATIONAL ABILITY 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 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 902 to 904 Manpower required (Manhours) Name of work Engine de-preservation Working procedures and technical requirements Further work 1. Withdraw the bags with silica gel from the engine inlet and exhaust bends. See Page 101 Check 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. Wrench s=11mm and 22 mm Compressed air Flat pliers Pincers Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.5 m Screwdriver De-aeration devices M601-915.9 Waste tank Screw union for engine preservation M601-9019.7 Hose to the preservation screw union Test Equipment 72.03.00 Page 902 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine de-preservation Working procedures and technical requirements On pages 902 to 904 Manpower required (Manhours) Further work Check 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 903 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine de-preservation Working procedures and technical requirements 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 deaeration 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 904 July 1, 2008 On pages 902 to 904 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Installed engine preservation Working procedures and technical requirements On pages 905 Manpower required (Manhours) Further work Check 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 905 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine preservation for a period up to 30 days Working procedures and technical requirements 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 906 July 1, 2008 On pages 906 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine preservation for a period of 30 days to 3 months Working procedures and technical requirements On pages 907 to 909 Manpower required (Manhours) Further work Check 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 Preserving means: Foreign particles size: max. 20 m Foreign particles content: max. 0,005 % Flat pliers a) Preserving mixture per one litre of mixture: 75 ml AeroShell Turbine Oil 2 Screwdriver (MIL-L6081 C Grade 1010) De-aeration fixtures M601-915.9 25 ml AeroShell Fluid 2XN (MIL-C-6529 C Type 1) Waste tank of 5 litres volume 900 ml of approved fuel Vessel for 1 litre of preservation or agent 100 ml Shell Storage Oil 3 900 ml of approved fuel Screw union for engine preservation M601-9019.7 and b) Preserving oils: the hose Aviation Oil OLE-TO (ČSN 65 6634) Transformer Oil (GOST 98280) Cover to the compressor inlet Aviation Oil Mk-8 (GOST 6457-66) M601-927.0 Aviation Oil MS-8p (38.40153-73) Covers to exhaust bends Silica gel desiccant - 6 bags Dwg. No. M701.08-2009 Pincers Indicating silica gel - 1bag Dwg. No. M701.08-1030 Binding wire dia 0.63 mm of stainless steel 17 246.7- 0.5 m Test Equipment Tools and Fixtures Consumable Materials 72.03.00 Page 907 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine preservation for a period of 30 days to 3 months Working procedures and technical requirements 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 908 July 1, 2008 On pages 907 to 909 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine preservation for a period of 30 days to 3 months Working procedures and technical requirements On pages 907 to 909 Manpower required (Manhours) Further work Check 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 909 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine preservation before its removal from the airframe Working procedures and technical requirements 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 910 July 1, 2008 On pages 910 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation of the fuel control system Working procedures and technical requirements On pages 911 Manpower required (Manhours) Further work Check Union joint for preservation mixture draining from the fuel control unit Screw union of the fuel supply to the fuel distributor Fig. 901 72.03.00 Page 911 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work De-aerating device installation Working procedures and technical requirements 912 Manpower required (Manhours) Further work Check Device for fuel instruments de-aeration Union joint of the fuel control unit with the non-return valve Fig. 902 72.03.00 Page 912 July 1, 2008 On pages GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 On pages M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation up to 3 months for engines not installed on aircraft Working procedures and technical requirements 913 to 918 Manpower required (Manhours) 1 person / 2 hours Further work Check 1. Before to perform the preservation a visual inspection for cleanliness shall be performed to confirm no rust, oxidation, dust or other impurities are present on engine exterior surface. Contact GEAC if inspection reveals contamination or oxidation. The engine shall be firmly secured to an auxiliary platform of suitable dimensions before to perform the motoring operation. Detail of the set up shall be done by customer considering local safety regulations. The shall be performed in a clean environment such not to contaminate the engine. Ensure that tubing, fittings and hoses are clean to not contaminate engine. During the preservation procedure, the preservation agent shall not penetrate accidentally into the engine. 1) Tubing kit P/N: 200-885- 2) 3) 4) 5) Test Equipment Preserving mixture per 1087A/B (contains: hose with 72.03.00 page 907 fitting for fuel pump and connecting oil tube) Flexible hose (local supply) for adapter P/N M601-9019.7 adapter for preservation and de-preservation P/N M6019019.7 de-aerating adapter P/N M601915.9, 4 pieces Starter-generator switch box set P/N 0899982 Tools and Fixtures Consumable Materials 72.03.00 Page 913 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation up to 3 months for engines not installed on aircraft Working procedures and technical requirements 2. Installation of tubing kit Remove blanking plugs from oil inlet and outlet on the accessory gearbox and install connecting oil tube from kit No, 200-885-1087 (Fig. 903). Ensure correct position, each thread is different. Remove blanking plug from fuel inlet on fuel pump LUN 6290 and install hose with fitting from kit No. 200-885-1087 (Fig. 903). Fig. 903– Installation of tubing kit 72.03.00 Page 914 Jun 29, 2018 On pages 913 to 918 Manpower required (Manhours) 1 person / 2 hours Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 913 to 918 Manpower required (Manhours) Name of work Preservation up to 3 months for engines not installed on aircraft 1 person / 2 hours. Working procedures and technical requirements Further work Check 3. Installation of Starter-generator switch box set Connect the Starter-generator switch box (P/N 0899982) to the engine Starter-generator LUN 2132.02-8 according to instructions included to the Starter-generator switch box and engine installation manual. Polarity of the terminals and connections are specified in Fig.904 The connection to the Startergenerator shall be as follows: Terminal: A – interconnected to terminal D by connecting harness E – negative contact B – not used C – positive contact D – interconnected with terminal A Fig. 904 – Connection of Starter-generator switch box set 0899982 72.03.00 Page 915 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation up to 3 months for engines not installed on aircraft Working procedures and technical requirements On pages 913 to 918 Manpower required (Manhours) 1 person / 2 hours. Further work Check 4. Installation of accessories Install 4 pieces of de-aerating adapter M601-915.9 as described in 73.21.00 Servicing Technology, De-aeration of the fuel control unit and 1 adapter for preservation and depreservation M601-9019.7 to fuel control unit LUN 6590 (Fig. 905) per 72.03.00 pages 908, 909. Fig. 905 – Installation of adapter for preservation and de-preservation M601-9019.7 5. Introduction of preservation mixture fill the engine lube oil tank with 7 L of oil insert the hose connected to fuel inlet on fuel pump LUN 6290 into container with 5 L of preservation mixture. For preservation mixture refer to 72.03.00 page 907 72.03.00 Page 916 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 On pages M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation up to 3 months for engines not installed on aircraft Working procedures and technical requirements 913 to 918 Manpower required (Manhours) 1 person / 2 hours. Further work Check insert all hoses of the de-aerating adapters M601-915.9 and adapter for preservation and de-preservation M6019019.7, into the same container with the preservation mixture to create a closed circuit. perform dry engine run three times with shut off valve (α2) in the opened position (approx. 50° - behind the ball) by operating the Starter-generator switch box. It is necessary to separate each engine run by 2 minutes to allow for STG cooling when preservation is finished drain oil from accessory gearbox and reduction gearbox according to 79-50-00 Engine oil discharging remove de-aerating adapters M601-915.9 and adapter for preservation and de-preservation M601-9019.7 to fuel control unit LUN 6590 and install original blanking plugs according to 72.03.00, pages 907,908,909 remove connecting oil tube 200-885-1087 remove hose with fitting 200-885-1087 install blanking plug to fuel inlet fitting on fuel pump LUN 6290 72.03.00 Page 917 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 On pages M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation up to 3 months for engines not installed on aircraft Working procedures and technical requirements 5. When preservation is complete, record it in the engine log book: preservation of fuel system for 3 months. Install the engine in GEAC metallic container or any alternative GEAC approved box. GEAC metallic container shall be stored in an environmentally controlled shop or warehouse: The is not intended to replace the manufacturer long term preservation in metallic container. Preservation can be performed maximally 4 times in sequence (1 year), after that please contact Customer product support of GEAC. 72.03.00 Page 918 Jun 29, 2018 913 to 918 Manpower required (Manhours) 1 person / 2 hours Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TOOLS DESCRIPTION AND OPERATION 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 4 Na 2355 Control elements, fuel control unit 10. Flat eye spanner 14x14 mm 72.03.01 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 ČSN 23 0110 Bi-0220 General purpose 22. Flat-jaw pliers M601-9044.9 ČSN 23 0341.4 General purpose 23. Pointed side pincers M601-9045.9 ČSN 23 0327 General purpose 24. Screwdriver NAREX 713/3.5x50 General purpose 25. Screwdriver NAREX 713/6.5x105 General purpose 26. Binding wire dia 0.63 mm of stainless steel 17 246.4 dia 0.63 mm, brass Locking of joint elements 27. Gauges 0.05 to1.0x100 mm ČSN 25 1670 Checking of clearances of the engine actuation system 28. Torque spanner 9.86 to 98.6 Nm OMK 10 Tightening of nuts and bolts with prescribed tightening torque 72.03.01 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 wrench 3 146 - PM 160 32. Square socket wrench 4 146 - PM 161 33. Square socket wrench 5 146 - PM 162 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 compressor blades M601-913.9 Checking of 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 of volume 600 cu. cm ČSN 23 1430 Adjustment of the control elements of the fuel control unit and of the oil pressure reducing valve On special order of the customer the reduced tools set No. M601-P80-09 can be delivered. 72.03.01 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.03.01 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.09 ENGINE PROPER GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 72.09 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.09 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72.09 „Record of Revisions“ 72.09 „Review of Effective Pages“ 72.09 „Contents“ 72.09.00 Page Date 1 2 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 3 4 Blank 5/6 7/8 8 9 10 11 12 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Section subsection point Page Date 72.09 „REVIEW OF EFFECTIVE PAGES“ Page1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.09 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.09 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE PROPER 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.09.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 WALTER M601E ENGINE LONGITUDINAL SECTION Fig. 2 72.09.00 Page 5/6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 WALTER M601E-21 ENGINE LONGITUDINAL SECTION Fig. 2 72.09.00 Page 7/8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 9 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 11 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.09.00 Page 12 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.10 REDUCTION GEARBOX THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 14 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Jun 29, 2018 72.10 “RECORD OF REVISIONS” Page 1 72.10 “REVIEW OF EFFECTIVE PAGES” Page 1 72.10.00 Page 201 16 Jun 30, 2020 RECORD OF REVISIONS, Page 1 REVIEW OF EFFECTIVE PAGES, Page 1 72.10.00, Page 201 72.10 „RECORD OF REVISIONS“ Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.10 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 2 Jun 30, 2020 July 1, 2008 1 2 Blank Jun 30, 2020 July 1, 2008 72.10 „Contents“ 1 2 Blank July 1, 2008 July 1, 2008 72.10.00 1 2 3 4 5 6 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.10 „Record of Revisions“ 72.10 „Review of Effective Pages“ Section subsection point 72.13.00 Page Date 1 2 3 4 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 Jun 30, 2020 202 Blank July 1, 2008 401 402 July 1, 2008 July 1, 2008 72.11.00 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.12.00 1 2 Blank July 1, 2008 July 1, 2008 72.12.01 1 2 July 1, 2008 July 1, 2008 72.12.02 1 2 July 1, 2008 July 1, 2008 72.10 „REVIEW OF EFFECTIVE PAGES“ Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.10 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.10 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REDUCTION GEARBOX DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LONGITUDINAL SECTION OF THE REDUCTION GEARBOX Fig. 1 72.10.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: 1 - Input shaft pinion 2 - Countershaft gear 3 - Countershaft pinions 4 - Crown wheel 5 - Instruments driving gear 6 - Idle gear of the drives 7 - Drive of the propeller governor 8 - Oil pump gear 9 - Idle gear 10 - Propeller speed transmitter drive 11 - Propeller shaft 12 - Cylindrical insert SCHEMATIC DIAGRAM OF REDUCTION GEARBOX GEAR TRAIN Fig. 2 72.10.00 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.10.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REDUCTION GEARBOX TROUBLESHOOTING Con. No. 1. Fault Oil drops from propeller speed transmitter drive flange at a shaft packing ring after one-hour operation. Reason Shaft packing ring fault Repair Replace shaft packing ring according to technological instruction 72.62.00, pages 801 t 807. NOTE: If surrounding surfaces seem to be greasy only, shaft packing ring is not considered faulty. 72.10.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.10.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REDUCTION GEARBOX 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 of design relating to the propeller unit. Refer to Operation and Installation manual E-1500, Avia Propeller s.r.o. The procedure for the replacement of the LUN 7816-8 propeller governor is described in the documents of design relating to the propeller unit. Refer to Operation and Installation manual E-1500, Avia Propeller s.r.o. The procedure for the replacement of the LUN 7880.01-8 electrohydraulic actuator is described in chapter 76 Engine Controls. 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 201 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.10.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 401 to 402 Manpower required (Manhours) Replacement of the LUN 1333.12-8 propeller speed transmitter Working procedures and technical requirements 1. On pages to Further work Removal Check See 1.1 Release the socket of the LUN 1333.12-8 speed transmitter page 101 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. Hammer Caulking chisel M601-9026.4 Lock washers 6.2 ONL 3288.2 - only for engines made Pincers Flat pliers till Dec 31, 1987 Binding wire dia 0.63 mm Spanner s=9 mm of stainless steel 17 246.4 M601-9038.4 - 0.5 m Screwdriver Test Equipment Tools and Fixtures Consumable Materials 72.10.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further work 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. 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“. 72.10.00 Page 402 July 1, 2008 401 to 402 Manpower required (Manhours) Replacement of the LUN 1333.12-8 propeller speed transmitter 2. On pages to Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REDUCTION GEARBOX DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.11.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COUNTERSHAFT CASING DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.12.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE COUNTERSHAFT CASING ASSEMBLY DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 72.12.01 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TORQUEMETER SYSTEM DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 11, 12 Inner and outer piping Set of torque transmitter and indicator SCHEMATIC DIAGRAM OF THE TORQUEMETER SYSTEM Fig. 1 72.12.02 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OIL SYSTEM OF THE REDUCTION GEARBOX 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE REDUCTION GEARBOX OIL SYSTEM 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.13.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.20 THE AIR INTAKE ASSEMBLY GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 72.20 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.20 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72.20 „Record of Revisions“ 72.20 „Review of Effective Pages“ Page Date 72.23.00 1 2 July 1, 2008 July 1, 2008 Page Date 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 72.20.00 1 2 July 1, 2008 July 1, 2008 72.21.00 1 2 Blank July 1, 2008 July 1, 2008 72.22.00 1 2 3 4 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.20 „Contents“ Section subsection point 201 July 1, 2008 202 Blank July 1, 2008 401 402 403 404 405 406 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 July 1, 2008 602 Blank July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 601 July 1, 2008 602 Blank July 1, 2008 72.20 „REVIEW OF EFFECTIVE PAGES“ Page1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.20 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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 72.20 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.20 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR INTAKE ASSEMBLY OF THE ENGINE DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE ENGINE AIR INTAKE ASSEMBLY Fig. 1 72.20.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR INTAKE CASING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.21.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BAFFLES DESCRIPTION AND OPERATION 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 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BAFFLES TROUBLESHOOTING No faults are expected. Possible shortcomings found during periodical inspection will be eliminated within the warranty period by the manufacturers service department. For elimination of faults at engines after warrantee period contact the organization authorized to engine technical services. 72.22.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.22.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BAFFLES 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.22.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of engine air baffles On pages 601 Manpower required (Manhours) 0.25 Working procedures and technical requirements 1. Check visually the front air baffle for cracks. 2. Check visually mounting of the front baffle and fixing of the Further work Check Refer to Page 101 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. Test Equipment Tools and Fixtures Consumable Materials 72.22.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.22.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR INTAKE PROTECTION DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.23.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR INTAKE PROTECTION 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.23.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR INTAKE PROTECTION 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.23.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal and installation of the intake protective screen On pages 401 to 405 Manpower required (Manhours) 2.00 Working procedures and technical requirements 1. Further work Removal Check Refer to 1.1 Cut and remove the binding wire connecting the middle Page 101 pairs of hooks of the compressor screen splicing. Aid for compressor blade inspection M601-913.9 Pincers Flat pliers Clean cloth Binding wire dia 0.8 mm of stainless steel 17 246.4 - 1.5 m Screwdriver Test Equipment Tools and Fixtures Consumable Materials 72.23.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal and installation of the intake protective screen On pages 401 to 405 Manpower required (Manhours) 2.00 Working procedures and technical requirements 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 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal and installation of the intake protective screen On pages 401 to 405 Manpower required (Manhours) 2.00 Working procedures and technical requirements Further work Check 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 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal and installation of the intake protective screen On pages 401 to 405 Manpower required (Manhours) 2.00 Working procedures and technical requirements 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 404 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal and installation of the intake protective screen On pages 401 to 405 Manpower required (Manhours) 2.00 Working procedures and technical requirements Further work Check 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 405 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.23.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 Manpower required (Manhours) Intake protective screen - inspection 0.25 Working procedures and technical requirements Further work 1. Check the screen splicing wire. Check Refer to 2. Check visually the condition of the screen. Remove impurities Page 101 and clean the outer side of screen using a clean cloth. Clean cloth Test Equipment Tools and Fixtures Consumable Materials 72.23.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.23.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.30 COMPRESSOR THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES 11 Mar 23, 2016 72.30 "RECORD OF REVISIONS" Page 1 72.30 "REVIEW OF EFFECTIVE PAGES" Page 1 72.32.01, Page 1 12 Oct 17, 2016 72.30 "RECORD OF REVISIONS" Page 1 72.30 "REVIEW OF EFFECTIVE PAGES" Page 1 DATE OF INSERTION AND SIGNATURE 72.31.00, Page 601 72.30 „RECORD OF REVISIONS“ Page 1 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.30 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72.30 „Record of Revisions“ 72.30 „Review of Effective Pages“ 72.30 „Contents“ 72.30.00 72.31.00 Page Date 1 2 Oct 17, 2016 July 1, 2008 Section subsection point Page Date 72.32.01 1 2 July 1, 2008 Mar 23, 2016 72.32.02 1 2 Blank July 1, 2008 July 1, 2008 1 2 Blank Oct 17, 2016 July 1, 2008 72.32.03 1 2 Blank July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 72.33.00 1 2 Blank July 1, 2008 July 1, 2008 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 601 602 603 604 Blank Oct 17, 2016 July 1, 2008 July 1, 2008 July 1, 2008 72.31.01 1 2 Blank July 1, 2008 July 1, 2008 72.31.02 1 2 Blank July 1, 2008 July 1, 2008 72.31.03 1 2 Blank July 1, 2008 July 1, 2008 72.32.00 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 401 402 403 404 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 July 1, 2008 602 Blank July 1, 2008 72.30 „REVIEW OF EFFECTIVE PAGES“ Page 1 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.30 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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 72.30 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.30 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COMPRESSOR - LONGITUDINAL SECTION Fig. 1 72.30.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.30.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AXIAL COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AXIAL COMPRESSOR 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AXIAL COMPRESSOR 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 603 Manpower required (Manhours) st Compressor 1 stage rotor blades - inspection 1.2 Working procedures and technical requirements Further work Check 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 Test Equipment Tools and Fixtures Clean cloth Binding wire dia 0.63 mm of stainless steel W.Nr.1.4541 + AT_EN 10088-3 (for US dia 0,025 ln of stainless steel Grade 321 AMS 5689) – 1.5 m Consumable Materials 72.31.00 Page 601 Oct 17, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work st Compressor 1 stage rotor blades - inspection On pages 601 to 603 Manpower required (Manhours) 1.2 Working procedures and technical requirements 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 602 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work st Compressor 1 stage rotor blades - inspection On pages 601 to 603 Manpower required (Manhours) 1.2 Working procedures and technical requirements Further work Check FIRST STAGE COMPRESSOR BLADE LIMITS OF ACCEPTABLE DAMAGE Fig. 601 72.31.00 Page 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.00 Page 604 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STATOR OF THE AXIAL COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.01 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ROTOR OF THE AXIAL COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.02 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED CASING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.31.03 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CENTRIFUGAL COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.32.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CASING OF THE CENTRIFUGAL COMPRESSOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CENTRIFUGAL COMPRESSOR CASE - INSPECTION AREAS FOR VISUAL INSPECTION OF WELDS Inspection area around mount pads No. 1, 2 and 3 Inspection area boundaries around circumferential weld Fig. 1 72.32.01 Page 2 Mar 23, 2016 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REAR WALL DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.32.02 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ROTOR OF THE CENTRIFUGAL COMPRESSOR DESCRIPTION AND OPERATION 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 threedimensional 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.32.03 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE MOUNTING SYSTEM DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.33.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE MOUNTING SYSTEM TROUBLE SHOOTING Con. No. 1. Ascertained defect Probable cause Strongly cracked surface of Material fault the rubber part of the mount Manner of repair Change by a new one 72.33.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.33.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE MOUNTING SYSTEM 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 following technological instructions. 72.33.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.33.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 403 Manpower required (Manhours) M601-907.9 engine mounts - replacement 2.00 Working procedures and technical requirements Further work Replacement procedure is identical for all mounts. If it is necessary Refer to to replace all engine mounts, the replacement must be performed Page 101 Check 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. Manually operated crane Pincers Screwdriver Wrench s=17 mm Adapter s=14 mm M601-9018.9 Split pin 2.5x22 ČSN 02 1781.09 Binding wire dia 0.63 mm of stainless steel 17 246.4 1.5 m Torque spanner OMK 10 Flat pliers Test Equipment Tools and Fixtures Consumable Materials 72.33.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work M601-907.9 engine mounts - replacement On pages 401 to 403 Manpower required (Manhours) 2.00 Working procedures and technical requirements 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 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work M601-907.9 engine mounts - replacement On pages 401 to 403 Manpower required (Manhours) 2.00 Working procedures and technical requirements Further work Check 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 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.33.00 Page 404 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 602 Manpower required (Manhours) The M601 - 907.9 engine mounts - inspection of the rubber blocks 0.25 Working procedures and technical requirements Further work 1. Inspect visually the mount shock absorbers without dismantling. Refer to Check the condition of the rubber blocks - see Fig. 601. Inspect Check Page 101 for cracks or swelling. A rubber ring visible along the periphery of the holes in of the mount housing (area A) represents no fault. Fig. 601 Torch or portable lamp Test Equipment Tools and Fixtures Clean cloth Consumable Materials 72.33.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.33.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.40 COMBUSTION CHAMBER GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 72.40 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.40 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 2 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 72.40.00 1 2 July 1, 2008 July 1, 2008 72.41.00 1 2 July 1, 2008 July 1, 2008 601 602 July 1, 2008 July 1, 2008 72.42.00 1 2 July 1, 2008 July 1, 2008 72.43.00 1 2 Blank July 1, 2008 July 1, 2008 72.40 „Record of Revisions“ 72.40 „Review of Effective Pages“ 72.40 „Contents“ Section subsection point Page Date 72.40 „REVIEW OF EFFECTIVE PAGES“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.40 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 72.40.00 COMBUSTION CHAMBER - Description and operation 72.41.00 FLAME TUBE - Description and operation - Detailed visual inspection of the combustion chamber flame tubes using endoscope 72.42.00 FUEL SUPPLY - Description and operation 72.43.00 SEALS AND SHIELD - Description and operation 72.40 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.40 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COMBUSTION CHAMBER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COMBUSTION CHAMBER - LONGITUDINAL SECTION Fig. 1 72.40.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FLAME TUBE DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Detailed visual inspection of the combustion chamber flame tubes using endoscope Working procedures and technical requirements On pages 601 to 602 Manpower required (Manhours) Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 72.41.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Detailed visual inspection of the combustion chamber flame tubes using endoscope Working procedures and technical requirements 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 72.41.00 Page 602 July 1, 2008 On pages 601 to 602 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL SUPPLY DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 72.42.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SEALS AND SHIELD DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.43.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.50 TURBINES THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 13 BULLETIN No. ISSUE DATE OF NEW PAGES Oct 20, 2017 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE RECORD OF REVISIONS Page 1 REVIEW OF EFFECTIVE PAGES Page 1 72-50-00 Page 2 72.50 „RECORD OF REVISIONS“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.50 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72.50 „Record of Revisions“ Page Date 1 2 Oct 20, 2017 July 1, 2008 Section subsection point Page Date 72.50 „Review of Effective Pages“ 1 Oct 20, 2017 2 Blank July 1, 2008 72.50 „Contents“ 1 2 Blank July 1, 2008 July 1, 2008 72.50.00 1 2 July 1, 2008 Oct 20, 2017 72.51.00 1 2 July 1, 2008 July 1, 2008 601 602 July 1, 2008 July 1, 2008 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 602 Blank July 1, 2008 July 1, 2008 1 2 3 4 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.52.00 72.53.00 72.50 „REVIEW OF EFFECTIVE PAGES“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.50 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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 rotor blades using endoscope 72.53.00 COOLING AND TEMPERATURE MEASUREMENT - Description and operation 72.50 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.50 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TURBINES DESCRIPTION AND OPERATION 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 counter clockwise (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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TURBINES - LONGITUDINAL SECTION (manufactured after March 31, 2017 Fig. 1 72.50.00 Page 2 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 GENERATOR TURBINE DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Detailed inspection of gas generator turbine nozzle guide vane ring using endoscope Working procedures and technical requirements On pages 601 Manpower required (Manhours) Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 72.51.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of gas generator turbine rotor blades using endoscope Working procedures and technical requirements On pages 602 Manpower required (Manhours) Further work Check 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 Test Equipment 72.51.00 Page 602 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER TURBINE DESCRIPTION AND OPERATION 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 resistancewelded 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.52.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Detailed visual inspection of power turbine rotor blades using endoscope Working procedures and technical requirements On pages 601 Manpower required (Manhours) Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 72.52.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.52.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COOLING AND TEMPERATURE MEASUREMENT DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 1 - thermocouple 3 - bus line THERMOCOUPLES BETWEEN TURBINES Fig. 1 72.53.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: 1 - shielded thermocouple 2 - bush 3 - mounting flange 4 - terminals 5 - sealing bushing THERMOCOUPLES BETWEEN TURBINES Fig. 1 – continued 72.53.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.60 ACCESSORY GEARBOX GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 72.60 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.60 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 72.60 „Record of Revisions“ 72.60 „Review of Effective Pages“ 72.60 „Contents“ 72.60.00 Section subsection point Date 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Date 1 2 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 1 2 July 1, 2008 July 1, 2008 801 802 803 804 805 806 807 808 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.62.00 101 July 1, 2008 102 Blank July 1, 2008 72.61.00 Page Page 201 July 1, 2008 202 Blank July 1, 2008 72.63.00 1 2 July 1, 2008 July 1, 2008 401 July 1, 2008 402 Blank July 1, 2008 72.63.10 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.63.20 1 2 Blank July 1, 2008 July 1, 2008 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 72.60 „REVIEW OF EFFECTIVE PAGES“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.60 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 72.60.00 ACCESSORY GEARBOX - Description and operation - Troubleshooting - Servicing - Generator turbine speed transmitter - replacement 72.61.00 ACCESSORY GEARBOX 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 gearbox drive and of the gas generator rotor and propeller speed transmitters drive 72.63.00 THE ACCESSORY GEARBOX OIL SYSTEM - Description and operation 72.63.10 OIL TANK - Description and operation 72.63.20 OIL SYSTEM DE-AERATION - Description and operation 72.60 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.60 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ACCESSORY GEARBOX DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ACCESSORY GEARBOX - LONGITUDINAL SECTION Fig. 1 72.60.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ACCESSORY GEARBOX TROUBLESHOOTING When detecting a fault of an engine under warranty, call the manufacturers service department. For elimination of faults at engines after warranty period contact organization authorized to engine technical services. 72.60.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.60.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ACCESSORY GEARBOX 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.60.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Generator turbine speed transmitter - replacement On pages 401 Manpower required (Manhours) 0.50 Working procedures and technical requirements Further work Replace the generator turbine speed transmitter in the same way See as the propeller speed transmitter - see section 72.10.00, pages page 101 Check 401 to 403. For mounting the generator turbine speed transmitter fastening nuts use special spanner No. M601-9015 or suitable spanner s=9 mm. Special spanner M601-9015 Spanner s = 9 mm Test Equipment Tools and Fixtures Consumable Materials 72.60.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.60.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ACCESSORY GEARBOX ITSELF DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.61.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 DRIVES OF ACCESSORIES 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 startergenerator 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: 1 2, 3 4, 5 6, 7 8 9 10 11 12 13 14 15, 16 I II III IV V VI Drive from the gas generator shaft Starter-generator drive Hydraulic pump drive Fuel pump drive Fuel control unit drive Idle gear Drive of the speed transmitter Drive of the alternator gearbox Scavenge oil pump Pressure oil pump Driving quill-shaft Alternator drive SCHEMATIC DIAGRAM OF THE GEAR TRAIN Fig. 1 72.62.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.62.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 DRIVES OF ACCESSORIES TROUBLESHOOTING Con. No. Established defect 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. Probable reason Shaft packing ring faulty. Remedy Replace the shaft packing ring according to technological instruction 72.62.00, pages 801 to 807. 72.62.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.62.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 801 to 807 Manpower required (Manhours) 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 Working procedures and technical requirements 1. Further work Check 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 Lock washers 5.2 LMN 3290 M601-9023.7, M601-9024.7 Drivers Lock washers 6.2 LMN 3290 M601-9025.7, -9026.7 and -9027.7 Mandrels Packing M601-5122.7 At engines manufactured after July 1, 1990: Lapping paper M601-9030.6 Driver and M601-9029.6 Mandrel Beginning from September 1, 1997 the individual mounting aids are replaced by new Acetone Plastic grease Ciatim 221 (AeroShell Grease 15, 15A) assembly Dwg. No. M601-509.5 for shaft packing rings installation, that involves the Caulking compound Hylomar 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. Test Equipment Tools and Fixtures Consumable Materials 72.62.00 Page 801 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 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 802 July 1, 2008 On pages 801 to 807 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 2. On pages 801 to 807 Manpower required (Manhours) Further work Check 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 M6019028.7 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 M6015122.7 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 803 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 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 804 July 1, 2008 On pages 801 to 807 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 3. On pages 801 to 807 Manpower required (Manhours) Further work Check 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 805 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 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 806 July 1, 2008 On pages 801 to 807 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements 5. On pages 801 to 807 Manpower required (Manhours) Further work Check 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 807 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.62.00 Page 808 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE ACCESSORY GEARBOX OIL SYSTEM DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 bypass 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. 72.63.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OIL TANK DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.63.10 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OIL SYSTEM DE-AERATION DESCRIPTION AND OPERATION 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 startergenerator 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.63.20 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 72.90 EXHAUST SYSTEM THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 13 BULLETIN No. ISSUE DATE OF NEW PAGES Oct 20, 2017 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE RECORD OF REVISIONS Page 1 REVIEW OF EFFECTIVE PAGES Page 1 72.90.00 Page 3, 4 72.90 „RECORD OF REVISIONS“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 72.90 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 2 Oct 20, 2017 July 1, 2008 Effective Pages“ 1 2 Blank Oct 20, 2017 July 1, 2008 72.90 „Contents“ 1 2 Blank July 1, 2008 July 1, 2008 72.90.00 1 2 3 4 July 1, 2008 June 10, 2017 Oct 20, 2017 Oct 20, 2017 72.91.00 1 2 July 1, 2008 July 1, 2008 72.92.00 1 2 July 1, 2008 July 1, 2008 72.93.00 1 2 July 1, 2008 July 1, 2008 72.90 „Record of Revisions“ Section subsection point Page Date 72.90 „Review of 72.90 „REVIEW OF EFFECTIVE PAGES“ Page 1 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.90 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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 72.90 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.90 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 EXHAUST SYSTEM DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE OUTLET CHANNEL - LONGITUDINAL SECTION WALTER M601E Fig. 1 72.90.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE OUTLET CHANNEL - LONGITUDINAL SECTION M601E (manufactured after March 31, 2017) Fig. 2 72.90.00 Page 3 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 72.90.00 Page 4 Oct 20, 2017 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OUTLET DUCT DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE OUTLET CHANNEL - LONGITUDAL SECTION WALTER M601E-21 WALTER M601E manufactured after January 1, 1998 Fig. 2 72.91.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 72.92.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER TURBINE ROTOR SUPPORT ASSEMBLY DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 72.93.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 73 FUEL SYSTEM GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 4 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Jan 18, 2013 73 „RECORD OF REVISIONS“ Page 1; 73 „REVIEW OF VALID SHEETS – PAGES“ Pages 1, 2 and 3; 73 „CONTENTS“, Page 1 73-10-00, Page1; 73-20-00, Pages 1, 3 and 6; 73-21-00, Pages 1, 2, 4, 201, 303, 304, 401 thru 406, 801 thru 804; 73-22-00, Pages 801 thru 804 9 Nov 06, 2014 73 „RECORD OF REVISIONS“ Page 1; 73 „REVIEW OF VALID SHEETS – PAGES“ Pages 1, 2 and 3; 73-20-00, Pages 3, 6; 73-21-00, Pages 1, 2, 4, 303, 304, 401 thru 406, 73 „RECORD OF REVISIONS“ Page 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 73 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 73 „Record of Revisions“ 73 „Review of Effective Pages“ 73.12.00 Date 1 July 1, 2008 Nov 06, 2014 July 1, 2008 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 1 Nov 06, 2014 401 July 1, 2008 2 Nov 06, 2014 402 July 1, 2008 1 2 3 4 Jan 18, 2013 July 1, 2008 Nov 06, 2014 July 1, 2008 5 6 7 8 9 July 1, 2008 Nov 06, 2014 July 1, 2008 July 1, 2008 July 1, 2008 10 11 July 1, 2008 July 1, 2008 12 Blank July 1, 2008 1 Nov 06, 2014 2 3 4 Nov 06, 2014 July 1, 2008 Nov 06, 2014 5 6 July 1, 2008 July 1, 2008 7 July 1, 2008 8 9 10 July 1, 2008 July 1, 2008 July 1, 2008 101 July 1, 2008 1 2 73.20.00 Jan 18, 2013 July 1, 2008 73.00.00 1 2 July 1, 2008 July 1, 2008 73.10.00 1 Jan 18, 2013 2 Blank July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 73.21.00 201 July 1, 2008 202 Blank July 1, 2008 73.11.00 Page 1 2 3 Jan 18, 2013 4 Blank July 1, 2008 73 „Contents“ Section subsection point 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 601 602 July 1, 2008 July 1, 2008 603 July 1, 2008 604 Blank July 1, 2008 102 Blank July 1, 2008 73 „REVIEW OF EFFECTIVE PAGES“ Page 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 73.21.00 Page Date 201 202 Blank Jan 18, 2013 July 1, 2008 301 302 303 304 July 1, 2008 July 1, 2008 Nov 06,2014 Nov 06,2014 401 402 403 404 405 406 Nov 06,2014 Nov 06,2014 Nov 06,2014 Nov 06,2014 Nov 06,2014 Nov 06,2014 501 502 503 504 505 506 507 508 509 510 511 512 513 514 515 516 517 518 519 520 521 522 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 73 „PŘEHLED PLATNÝCH STRAN“ Page 2 Nov 06, 2014 Section subsection point 73.21.00 Page Date 523 524 July 1, 2008 July 1, 2008 525 526 527 528 529 530 531 532 533 534 535 536 537 538 539 540 541 542 543 544 545 546 547 548 549 550 551 552 553 554 555 556 557 558 559 560 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 73.21.00 Page Date 801 Jan 18, 2013 802 Page Date 801 Jan 18, 2013 Jan 18, 2013 802 Jan 18, 2013 803 Jan 18, 2013 803 Jan 18, 2013 804 Jan 18, 2013 804 Jan 18, 2013 901 902 903 904 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 901 902 903 904 Section subsection point 73.22.00 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 73.30.00 73.22.00 1 2 3 4 5 6 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 101 102 Blank July 1, 2008 July 1, 2008 201 202 Blank July 1, 2008 July 1, 2008 301 302 July 1, 2008 July 1, 2008 401 402 403 404 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 602 603 604 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 73 „PŘEHLED PLATNÝCH STRAN“ Page 3 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73 „REVIEW OF EFFECTIVE PAGES“ Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 fuel control unit - LUN 6590.51-8 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 n G = 90 % - Adjustment of acceleration in case of in-flight surging in the range of n G = 80 to 100 % - Adjustment in case of slow acceleration above n G = 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 73 „CONTENTS“ Page 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 - 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 - Description and operation 73 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL SYSTEM 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 1 July 1, 2008 GE AVIATION CZECH s.r.o. MAINTENANCE MANUAL MANUAL PART No. 0982055 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 73.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL SUPPLY SYSTEM DESCRIPTION AND OPERATION 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 6590.51-8 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 f uel, 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 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.10.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL SYSTEM 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.10.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL SYSTEM SERVICING PROCEDURES Servicing of individual parts of the fuel system is presented in sections related to those parts. 73.10.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.10.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL MANIFOLD DESCRIPTION AND FUNCTION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.11.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL MANIFOLD TROUBLESHOOTING Con. No. 1. 2. Trouble Probable cause Remedy Leakage of dismantleable joints of the fuel system Loose joints Tighten the joints Faulty packing Replace packing (see chapter 72.03.00, pages 301 to 305) Leaky manifold Mechanical damage Replacement of the manifold (see chapter 72.03.00, pages 301 to 305). Material fatigue 73.11.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.11.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 603 Manpower required (Manhours) Fuel system - check on tightness 0.25 Working procedures and technical requirements Further work General: Check Refer to Fuel system check on tightness is to be performed on the cold Page 101 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. Electric torch or Clean cloth portable lamp Test Equipment Tools and Fixtures Consumable Materials 73.11.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Fuel system - check on tightness On pages 601 to 603 Manpower required (Manhours) 0.25 Working procedures and technical requirements 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 602 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Fuel system - check on tightness On pages 601 to 603 Manpower required (Manhours) 0.25 Working procedures and technical requirements Further work Check Fig. 601 73.11.00 Page 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.11.00 Page 604 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL DRAINAGE DESCRIPTION AND OPERATION 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 shutoff 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. CAUTION: THE FUEL FROM THE DRAIN PIPE OF THE FUEL PUMP AND FCU SHOULD BE DRAINED INTO A CONTAINER, (PRESSURE IN WHICH MUST BE THE SAME AS THAT OF THE AMBIENT ATMOSPHERE) TO ENSURE CORRECT OPERATION OF THE FUEL SYSTEM. 73.12.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.12.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 402 Manpower required (Manhours) M601-830.7 drain valve - replacement 1.00 Working procedures and technical requirements 1. Further work Removal Check See 1.1 Unlock the hollow bolt of the drainage manifold. Using Page 101 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. Hammer Spanners s=7 mm, s=14 mm, s=19 mm Caulking chisel Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.4 m Lock washers 4.2 LDN 3290-4 - 4 pcs Screwdriver Flat pliers Pointed side nippers Test Equipment Tools and Fixtures Consumable Materials 73.12.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work M601-830.7 drain valve - replacement On pages 401 to 402 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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. 73.12.00 Page 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL CONTROL SYSTEM 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 6590.51-8 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 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 List of designation Gp fuel flow rate l/hr nG generator speed rpm n Gvoln generator idling speed rpm n Gmax 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 p Č1 fuel pressure at the main metering needle entry MPa p Č2 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 p s1 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 p v1 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Basic characteristics of the fuel control unit (FCU) Designation LUN 6590.51-8 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 α 1 = 0) 2690+135 rpm FCU speed at take-off rating (α 1 = 55° - elastic stop) 4487±20 rpm Maximum speed limited by the speed governor at the reverse 4330 +135 -22 rpm thrust rating Overspeed of the FCU at maximum contingency rating in 120+20 rpm comparison with adjusted max FCU speed Fuel flow rate at starting G p = 41.5+5 l/hr Fuel flow rate at idling G p = 78 Fuel flow rate limited by the FCU at p 1 = 101.325 kPa, α 1 = 55° G p = 327±5 l/hr Fuel flow rate limited by the FCU at the reverse thrust rating, G p = 225+10 l/hr +4 -3 l/hr α 1 = -55° 73.20.00 Page 3 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 n Č = 700+20 rpm p Č = 0.5+0.05 MPa p S = 0.07MPa (overpressure) at min. 215 l/hr n Č = 4500+50 rpm p Č = 2-0.1 MPa p S = 0.07MPa (overpressure) min. 1000 l/hr Constant fuel flow valve delivery for the torch igniters at n Č = 700+20 rpm p Z = 0.15 ± 0.01 MPa 73.20.00 Page 4 July 1, 2008 max. 100 cm3/min GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL CONTROL SYSTEM 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 α 1 = 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, interturbine 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 α 2 = 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 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 (p Z ) 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 (p 2 *). 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 (p 2 *). Thanks to the constant pressure gradient valve (control element 39), the constant pressure gradient (p Č1 - p Č2 ) 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 6 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (p X ) 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 (p X ) 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 (p Č1 - p V ) is maintained. This is adjusted with respect to the ambient pressure (p H ) 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 (p Č1 - p V ) 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 (p H ) 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 (p H ) variation. 73.20.00 Page 7 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (p X ) 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 (p Č1 - p V ) in its control crosssection 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 (p k ) 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 (p X ) 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 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (p V1 ) and holds constant pressure difference on the needle of the shut-off valve (item 31). The valve of the constant pressure difference (p Č1NO - p t ) (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 (p S ). 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 (α 2 ) 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 (α 2 ) of the lever (item 30). With the emergency circuit switched on, engine starting can be effected within the range of angles α 2 = 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 9 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Maximum contingency rating An elastic stop (item 47) is fitted at an angle α 1 = 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 α 1 = 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 α 1 = 0° to α 1 = -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 10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SCHEMATIC DIAGRAM OF THE FUEL CONTROL SYSTEM 73.20.00 Page 11 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.20.00 Page 12 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL CONTROL UNIT GENERAL The LUN .6590.51-8 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 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 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 2 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 6590.51-8 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 4 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (p 2 *) 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 73.21.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 7 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 (p X ) 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 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 9 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 10 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL CONTROL UNIT 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.21.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL CONTROL UNIT SERVICING TECHNOLOGY Work Page FCU de-preservation 301 to 302 De-aeration of the LUN 6590.51-8 fuel control unit 303 to 304 LUN 6590.51-8 fuel control unit - replacement 401 to 406 Permitted adjustment of the FCU fitted on the engine that can be 501 to 513 performed by trained-in personnel of the user 528 to 533 Permitted adjustment of the FCU fitted on the engine that can be 514 to 560 performed by personnel of organization appointed to FCU services 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 201 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.21.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 301 to 302 Manpower required (Manhours) FCU de-preservation 1.00 Working procedures and technical requirements Further work FCU de-preservation is performed according to its intended See Check Page 101 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. Brush Shallow tub 100/500x500 mm Compressed air 0.1 to 0.5 MPa (1 to 5 kp/sq.cm) Petrol - 2 litres Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work FCU de-preservation On pages 301 to 302 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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 302 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 303 to 304 Manpower required (Manhours) Name of work De-aeration of the LUN 6590.51-8 fuel control unit 0.50 Working procedures and technical requirements Further work 1. Unlock and manually unscrew the knurled closing nuts of the See fuel control unit de-aeration valves. (items 53 and 54, ref. fig. Check Page 101 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. Pointer side nippers Flat pliers Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.6 m Fuel container - capacity 5 litres De-aeration adapter No. M601-915.9 - 2pcs Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 303 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work De-aeration of the LUN 6590.51-8 fuel control unit On pages 303 to 304 Manpower required (Manhours) 0.50 Working procedures and technical requirements 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 304 Nov 06, 2014 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 401 to 406 Manpower required (Manhours) Name of work LUN 6590.51-8 fuel control unit - replacement 3.00 Working procedures and technical requirements 1. Further work Removal Check See Page 101 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. Spanners s=8; 14; 15; 17; 19; Washer 5.2 ONL 3288.2 22 mm Binding wire dia 0.63 mm Socket spanner s=7 mm of stainless steel 17 246.4 M601-941.4 -1m Flat eye spanner 14x14 M601-9101 Spanner 145-PM30 Flat pliers Pointer side nippers Screwdriver Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 401 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6590.51-8 fuel control unit - replacement On pages 401 to 406 Manpower required (Manhours) 3.00 Working procedures and technical requirements 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 402 Nov 06, 2014 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6590.51-8 fuel control unit - replacement On pages 401 to 406 Manpower required (Manhours) 3.00 Working procedures and technical requirements 2. Further work Check 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 403 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6590.51-8 fuel control unit - replacement On pages 401 to 406 Manpower required (Manhours) 3.00 Working procedures and technical requirements 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 404 Nov 06, 2014 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6590.51-8 fuel control unit - replacement On pages 401 to 406 Manpower required (Manhours) 3.00 Working procedures and technical requirements Further work Check 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 405 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 401 to 406 Manpower required (Manhours) Name of work LUN 6590.51-8 fuel control unit - replacement 3.00 Working procedures and technical requirements Further work 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 V 3 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 406 Nov 06, 2014 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 − Check and adjustment of maximum generator speed by means of the technological stop − Check and adjustment of the reverse thrust power − control element 27 (ref. 73.21.00, Pages 511 to 513) − control element 27 (ref. 73.21.00, Pages 558 to 560) − 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 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 502 to 505 Manpower required (Manhours) Adjustment of engine starting 0.50 Working procedures and technical requirements Further work Adjustment of engine starting is to be performed using control See element (in the subsequent text - element) 41, see Fig. 501, in Page 101 Check 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. Spanner s=8 mm Seal N 9910 (or user’s seal) Spanner 3 No. 146-PM 160 Wire dia 0.63 mm Flat pliers of stainless steel 17 246. 4 - length 250 mm Pincers Test Equipment 73.21.00 Page 502 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 502 to 505 Manpower required (Manhours) Adjustment of engine starting 0.50 Working procedures and technical requirements Further work Check 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. ∆G p ± 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting On pages 502 to 505 Manpower required (Manhours) 0.50 Working procedures and technical requirements Further work 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 504 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 502 to 505 Manpower required (Manhours) Adjustment of engine starting 0.50 Working procedures and technical requirements Further work Check Turning element 41 counterclockwise Initial setting Turning element 41 clockwise GP +∆GP −∆GP GP p*2 - pH Change in starting characteristics as adjusted by means of element 41 Fig. 502 Turning element 50 counterclockwise Initial setting Turning element 50 clockwise GP +∆GP GP −∆GP p*2 - pH Change in starting characteristics as adjusted by element 50 Fig. 503 73.21.00 Page 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 506 to 507 Manpower required (Manhours) Adjustment initial phase of engine starting 0.50 Working procedures and technical requirements Further work If the required change concerns only the initial phase of the See starting characteristics, adjustment is carried out by the control Page 101 Check 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). Flat pliers Seal N 9910 (or user’s seal) Spanner 4 No. 146-PM 161 Wire dia 0.63 mm Spanners s=8 mm; s=12 mm of stainless steel 17 246.4 length 200 mm Pincers Test Equipment 73.21.00 Page 506 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 506 to 507 Name of work Manpower required (Manhours) Adjustment initial phase of engine starting 0.50 Working procedures and technical requirements Further work Check 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 G p approximately by ± ∆G p = 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 507 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 508 to 510 Manpower required (Manhours) Adjustment of the ground idling speed 0.50 Working procedures and technical requirements Further work Adjustment of the ground idling speed by means of control See element (in subsequent text - element) 19, see Fig. 504, is Page 101 Check performed when the ground idling speed of the engine is low or high provided the angle α 1 of main FCU lever is set in position α 1 = ±3°. See Fig. 505 for the change in the ground idling speed resulting from adjustment by element 19. Procedure: 1. Using pliers, remove the seal and locking wire of element 19. 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. Flat pliers Seal N 9910 (or user’s seal) Spanner 3 No. 146-PM 160 Wire dia 0.63 mm Spanner s=8 mm of stainless steel 17 246.4 length 150 mm Pincers Test Equipment 73.21.00 Page 508 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 508 to 510 Manpower required (Manhours) Adjustment of the ground idling speed 0.50 Working procedures and technical requirements Further work Check 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 509 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 508 to 510 Manpower required (Manhours) Adjustment of the ground idling speed 0.50 Working procedures and technical requirements Further work Control element 19 for adjustment of the ground idling speed Fig. 504 Turning element 19 counterclockwise Initial setting Turning element 19 clockwise nG +∆nGvoln. −∆nGvoln. ~5° α1 Change in characteristics of the ground idling speed resulting from adjustment by the element 19 Fig. 505 73.21.00 Page 510 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the speed controlled by speed governor On pages 511 to 513 Manpower required (Manhours) 0.50 Working procedures and technical requirements Further work Adjustment of the speed controlled by the speed governor is See performed by control element (in subsequent text - element) 27, Page 101 Check 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). Flat pliers Seal N 9910 (or user’s seal) Pincers Wire dia 0.63 mm Spanner s=17 mm of stainless steel 17 246.4 length 200 mm Spanner 5 No. 146-PM 162 Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 511 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the speed controlled by speed governor On pages 511 to 513 Manpower required (Manhours) 0.50 Working procedures and technical requirements Procedure: 1. Using pliers, remove the seal and locking wire of element 27. 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 512 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the speed controlled by speed governor On pages 511 to 513 Manpower required (Manhours) 0.50 Working procedures and technical requirements Further work Check Control element 27 for the adjustment of the speed controlled by the speed governor Fig. 506 Turning element 27 counterclockwise Initial setting Turning element 27 clockwise +∆nGmax. nG −∆nGmax. α1 Change in characteristics of the speed controlled by the speed governor when adjusted by the element 27. Fig. 507 73.21.00 Page 513 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - control element 27 (ref. 73.21.00, Pages 558 to 560) - Check and adjustment of the max. 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) - 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 - control element 39 (ref. 73.21.00, Pages 537 to 541) - Adjustment of the ground idling speed when the permitted adjustment by elements 40 and 39 has been exhausted - control element 33 (ref. 73.21.00, Pages 542 to 544) - Adjustment of the fuel flow rate increase at the start of acceleration - control element 29 (ref. 73.21.00, Pages 545 to 547) - 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 514 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 515 to 517 Manpower required (Manhours) Adjustment in case of slow acceleration up to approximately n G = 90 % 1.00 Working procedures and technical requirements Further work CAUTION: The following procedure must be carried out by See qualified personnel with the organization appointed Check Page 101 to FCU technical services. In case of a low increase of speed up to the change in the rate of growth (approximately up to n G = 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. Flat pliers Seal N 9910 (or user’s seal) Spanner 4 No. 146-PM 161 Wire dia 0.63 mm Spanner s=17 mm of stainless steel 17 246.4 length 150 mm Pincers Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 515 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 1.00 Working procedures and technical requirements Further work 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 ∆G p approximately ±10 litres per hour at H = 0 km. steep nG growth, turn screw (1) 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 516 July 1, 2008 515 to 517 Manpower required (Manhours) Adjustment in case of slow acceleration up to approximately n G = 90 % In case of too counterclockwise. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 515 to 517 Manpower required (Manhours) Adjustment in case of slow acceleration up to approximately n G = 90 % 1.00 Working procedures and technical requirements Further work Check Control element 7 for acceleration adjustment Fig. 508 Turning element 7 clockwise Initial setting Turning element 7 counterclockwise −∆τ τ +∆τ GP +∆GP −∆GP τ Change in the acceleration characteristics resulting from adjusting the element 7 Fig. 509 73.21.00 Page 517 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 1.00 Working procedures and technical requirements FOLLOWING PROCEDURE MUST Further work BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO 518 to 521 Manpower required (Manhours) Adjustment of acceleration in case of in-flight surging in the range of n G = 80 to 100 % CAUTION: THE On pages Check See Page 101 FCU TECHNICAL SERVICES. When in-flight surging occurs in the range of n G = 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. Flat pliers Spanner 4 No. 146-PM 161 Spanner s=10 mm Seal No. 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Pincers Test Equipment 73.21.00 Page 518 July 1, 2008 Tools and Fixtures length 250 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 518 to 521 Name of work Manpower required (Manhours) Adjustment of acceleration in case of in-flight surging in the range of n G = 80 to 100 % 1.00 Working procedures and technical requirements Further work Check 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 519 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of acceleration in case of in-flight surging in the range of n G = 80 to 100 % Working procedures and technical requirements 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 520 July 1, 2008 On pages 518 to 521 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of acceleration in case of in-flight surging in the range of n G = 80 to 100 % Working procedures and technical requirements On pages 518 to 521 Manpower required (Manhours) 1.00 Further work Check Control element 17 for acceleration adjustment Fig. 510 Turning element 17 counterclockwise Initial setting Turning element 17 clockwise −∆τ τ +∆τ GP τ Change in the acceleration characteristics resulting from adjusting the element 17 Fig. 511 73.21.00 Page 521 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment in case of slow acceleration above n G = 88 % On pages 522 to 523 Manpower required (Manhours) 1.00 Working procedures and technical requirements CAUTION: THE FOLLOWING PROCEDURE Further work MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO Check See Page 101 FCU TECHNICAL SERVICES. In case of slow generator speed growth above the breaking point of n G growth rate (above n G = 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. Flat pliers Spanner 4 No. 146-PM 161 Spanner s=10 mm Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Pincers Test Equipment 73.21.00 Page 522 July 1, 2008 Tools and Fixtures length 250 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment in case of slow acceleration above n G = 88 % On pages 522 to 523 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work Check 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 n G growth until the required n G growth will be achieved. In case of too fast n G 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. 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 523 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 524 to 527 Manpower required (Manhours) Adjustment of the generator altitude idling speed 1.00 Working procedures and technical requirements CAUTION: THE FOLLOWING PROCEDURE MUST Further work BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO Check See Page 101 FCU 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. Flat pliers Pincers Spanners s=8; 12 mm Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Spanner 4 No. 146-PM 161 Test Equipment 73.21.00 Page 524 July 1, 2008 Tools and Fixtures length 200 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the generator altitude idling speed On pages 524 to 527 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work Check 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 525 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the generator altitude idling speed On pages 524 to 527 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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. Confirm the entry by the signature of the person in charge. 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 526 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 524 to 527 Manpower required (Manhours) Adjustment of the generator altitude idling speed 1.00 Working procedures and technical requirements Further work Check Control element 40 for altitude idling speed adjustment Fig. 512 Turning element 40 counterclockwise Initial setting Turning element 40 clockwise nG α1 = 0° = const H Changes in the characteristics of the altitude idling speed resulting from adjusting by means of the element 40 Fig. 513 73.21.00 Page 527 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Elastic stop designated as control element (in subsequent text - See element) 47, see Fig. 514, is used if the maximum contingency Page 101 Check 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. Aid No. 146-PM 2002 Screwdriver Pincers Seal of the personnel of approved organization Wire dia 0.63 mm of stainless steel 17 246.4 Flat pliers Test Equipment 73.21.00 Page 528 July 1, 2008 Tools and Fixtures length 150 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Check 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 M k = 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 α 1 = 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 529 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements 4. Torque M k required in order to overcome resistance of the stop as well as for adaptation of torque M k 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 M k 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 530 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Check 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) Confirm the entry by the signature of the person in charge. 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 (8) UNDER THE THE ADJUSTABLE STOP 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 531 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Check Distance adjusted by FCU manufacturer TECHNOLOGICAL AND ELASTIC STOPS Fig. 514 73.21.00 Page 532 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the elastic stop - control element 47 On pages 528 to 533 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Check 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 533 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 534 to 536 Manpower required (Manhours) Adjustment of the emergency circuit 0.70 Working procedures and technical requirements CAUTION: THE FOLLOWING PROCEDURE MUST Further work BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO Check See Page 101 FCU 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 (α 2 = 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. Spanner s=8 mm Spanner 3 No. 146-PM 160 Flat pliers Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Pincers Test Equipment 73.21.00 Page 534 July 1, 2008 Tools and Fixtures length 150 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the emergency circuit On pages 534 to 536 Manpower required (Manhours) 0.70 Working procedures and technical requirements Further work Check 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 α 2 = 40° and, by some 10 litres per hour if the lever is in position α 2 = 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 535 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 534 to 536 Manpower required (Manhours) Adjustment of the emergency circuit 0.70 Working procedures and technical requirements Further work Control element 32 for adjustment of the emergency circuit Fig. 515 Turning element 32 counterclockwise Initial setting Turning element 32 clockwise GP 40° 85° α2 Change in the characteristics of the emergency circuit resulting from adjustment by means of the element 32 Fig. 516 73.21.00 Page 536 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit On pages 537 to 541 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work CAUTION: THE FOLLOWING PROCEDURE MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO FCU TECHNICAL SERVICES. See Page 101 Check 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. Spanner 4 No. 146-PM 161 Spanner 5 No. 146-PM 162 Pincers Flat pliers Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 length 200 mm Spanners s=8; 12; 17 mm Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 537 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit Working procedures and technical requirements Adjustment by means of element 39 is performed as follows: a) If the starting cycle is too fast, maximum permissible interturbine 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 G p approximately by 6 litres per hour while turning it counterclockwise by 1 turn results in a decrease in G p 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 538 July 1, 2008 On pages 537 to 541 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit Working procedures and technical requirements On pages 537 to 541 Manpower required (Manhours) 1.00 Further work Check 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 539 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit Working procedures and technical requirements 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 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. 3. Enter the adjustment performed, its scope and date into the log of the adjusted device. Confirm the entry by the signature of the person of appointed organization. 73.21.00 Page 540 July 1, 2008 537 to 541 Manpower required (Manhours) 1.00 Further work 2.8 Using spanner 4 No. 146-PM 161, turn the screw (5) by NECESSARY On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of engine starting by means of adjustment of the pressure difference valve on the automatic starting unit Working procedures and technical requirements On pages 537 to 541 Manpower required (Manhours) 1.00 Further work Check Control element 39 for the adjustment of engine starting Fig. 517 Turning element 39 counterclockwise + adequate compensation by elements 40 and 50 Initial setting Turning element 39 clockwise + adequate compensation by elements 40 and 50 GP p*2 - pH Changes in the engine starting characteristics when performing adjustment by means of the element 39 Fig. 518 73.21.00 Page 541 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 On pages 542 to 544 Manpower required (Manhours) 1.50 Working procedures and technical requirements Further work CAUTION: THE FOLLOWING PROCEDURE MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO FCU TECHNICAL SERVICES. See Page 101 Check 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 G p . If the ground idling speed is lower due to increased fuel consumption G p 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. Spanner 5 No. 146-PM 162 Seal N 9910 (or user’s seal) Spanner s=17 mm Wire dia 0.63 mm of stainless steel 17 246.4 length 200 mm Flat pliers Pincers Test Equipment 73.21.00 Page 542 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements On pages 542 to 544 Manpower required (Manhours) 1.50 Further work Check Procedure: 1. Using pliers, remove the seal and locking wire of element 33. 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 G p 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. 7. Enter the adjustment performed, its scope and date into the log of the adjusted device. Confirm the entry by the signature of the person of appointed organization. 73.21.00 Page 543 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 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 Working procedures and technical requirements Control element 33 for adjustment of the fuel supply characteristic Fig. 519 Initial setting Turning element 33 clockwise GP +∆Gp p*2 - pH 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 73.21.00 Page 544 July 1, 2008 On pages 542 to 544 Manpower required (Manhours) 1.50 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 0.50 Working procedures and technical requirements FOLLOWING PROCEDURE MUST Further work BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED 545 to 547 Manpower required (Manhours) Adjustment of the fuel flow rate increase at the start of acceleration CAUTION: THE On pages TO Check See Page 101 FCU TECHNICAL SERVICES. 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 n G 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. Spanner 3 No. 146-PM 160 Spanner s=8 mm Flat pliers Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Pincers Test Equipment Tools and Fixtures length 150 mm Consumable Materials 73.21.00 Page 545 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the fuel flow rate increase at the start of acceleration Working procedures and technical requirements Procedure: 1. Using pliers, remove the seal and locking wire from element 29. 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. 9. Enter the adjustment performed, its scope and date into the log of the adjusted device. Confirm the entry by the signature of the person in charge. 73.21.00 Page 546 July 1, 2008 On pages 545 to 547 Manpower required (Manhours) 0.50 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 545 to 547 Manpower required (Manhours) Adjustment of the fuel flow rate increase at the start of acceleration 0.50 Working procedures and technical requirements Further work Check Control element 29 for adjustment of the fuel flow rate increase at the start of acceleration Fig. 521 Turning element 29 clockwise Initial adjustment Turning element 29 counterclockwise GP τ Changes in the characteristics of acceleration resulting from adjustment by means of the element 29 Fig. 522 73.21.00 Page 547 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 548 to 550 Manpower required (Manhours) Adjustment of the acceleration time 0.33 Working procedures and technical requirements Further work CAUTION: THE FOLLOWING PROCEDURE MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO FCU TECHNICAL SERVICES. See Page 101 Check 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. Spanner 5 No. 146-PM 162 Spanner s=17 mm Flat pliers Pincers Test Equipment 73.21.00 Page 548 July 1, 2008 Tools and Fixtures Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 length 150 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the acceleration time On pages 548 to 550 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work Check 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: 1. Using pliers, remove the seal and locking wire from element 20. 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. 7. Enter the adjustment performed, its scope and date into the log of the adjusted device. Confirm the entry by the signature of the person of appointed organization. 73.21.00 Page 549 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 548 to 550 Manpower required (Manhours) Adjustment of the acceleration time 0.33 Working procedures and technical requirements Further work Control element 20 for adjustment of the acceleration time Fig. 523 Turning element 20 clockwise Initial adjustment Turning element 20 counterclockwise GP τ Changes in the characteristics of the acceleration time resulting from adjustment by means of the element 20 Fig. 524 73.21.00 Page 550 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 551 to 553 Name of work Manpower required (Manhours) Adjustment of the generator acceleration 0.70 Working procedures and technical requirements Further work CAUTION: THE FOLLOWING PROCEDURE MUST BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO FCU TECHNICAL SERVICES. See Page 101 Check 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 approximately 90 %) is slow - unsuitable adjustment. to In this case, adjusting screw (in subsequent text - screw) (3) of element 16, is to be turned counterclockwise. b) Generator acceleration in approximately 90 %) is fast: its initial phase (up to - 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. Spanner 4 No. 146-PM 161 Flat pliers Spanner s=10 mm Pincers Test Equipment Tools and Fixtures Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 length 150 mm Consumable Materials 73.21.00 Page 551 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the generator acceleration On pages 551 to 553 Manpower required (Manhours) 0.70 Working procedures and technical requirements Procedure: 1. Using pliers, remove the seal and locking wire of element 16. 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. 6. After having completed the adjustment, tighten the nut (2) using spanner s=10 mm. When tightening the nut (2), hold the screw (3) in the adjusted position using spanner 4 No. 146-PM 161. 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. 9. Enter the adjustment performed, its scope and date into the log of the adjusted device. Confirm the entry by the signature of the person in charge. 73.21.00 Page 552 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 551 to 553 Manpower required (Manhours) Adjustment of the generator acceleration 0.70 Working procedures and technical requirements Further work Check Control element 16 for adjustment of initial phase of generator starting at acceleration Fig. 525 Turning element 16 clockwise Initial adjustment Turning element 16 counterclockwise -∆τ +∆τ GP τ Changes in acceleration characteristics resulting from adjustment by means of the element 16 Fig. 526 73.21.00 Page 553 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 554 to 556 Manpower required (Manhours) Adjustment of maximum fuel flow 1.00 Working procedures and technical requirements CAUTION: THE FOLLOWING PROCEDURE MUST Further work BE CARRIED OUT BY QUALIFIED PERSONNEL WITH THE ORGANIZATION APPOINTED TO Check See Page 101 FCU 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. Spanner 4 No. 146-PM 161 Spanner s=10 mm Flat pliers Seal N 9910 (or appointed organization seal) Wire dia 0.63 mm of stainless steel 17 246.4 Pincers Test Equipment 73.21.00 Page 554 July 1, 2008 Tools and Fixtures length 150 mm Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of maximum fuel flow On pages 554 to 556 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work Check Procedure: 1. Using pliers, remove the seal and locking wire from element 5. 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 α 1 = 55° (max.). 4. With respect to initial adjustment performed by the FCU manufacturer, max. 1.5 turn counterclockwise is allowed. 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 4 No. 146-PM 161. 6. Secure the element 5 by means of wire dia 0.63 mm and seal. 7. Enter the adjustment performed, its magnitude and date into the log of the adjusted instrument. Confirm the entry by the signature of the person of appointed organization. 73.21.00 Page 555 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 554 to 556 Manpower required (Manhours) Adjustment of maximum fuel flow 1.00 Working procedures and technical requirements Further work Control element 5 for adjustment of the maximum fuel flow rate Fig. 527 Initial setting Turning element 5 counterclockwise GP 0 5° 55° α1 Change in the characteristics of maximum fuel flow rate when adjusting the element 5 Fig. 528 73.21.00 Page 556 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Procedure in case of acceleration terminated by large overshooting of the generator speed Working procedures and technical requirements On pages 557 Manpower required (Manhours) Further work Check If acceleration is terminated by n G overshooting above 101.0 % - Contact the and if acceleration at altitude H = 3 km lasts more than 4 sec, or organization if engine surging occurs on the ground, no adjustment should be appointed to performed. FCU technical services. 73.21.00 Page 557 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 558 to 560 Manpower required (Manhours) Check and adjustment of maximum generator speed by means of the technological stop 1.00 Working procedures and technical requirements Further work Check on the maximum generator speed by means of the See technological stop, see Fig. 514, is performed in the following Page 101 Check 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 (t H , p H ). c) After FCU replacement as pre-adjustment. Flat pliers Seal N 9910 (or user’s seal) Pincers Wire dia 0.63 mm Spanners s=5.5; 8 mm of stainless steel 17 246.4 length 100 mm Test Equipment 73.21.00 Page 558 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 558 to 560 Manpower required (Manhours) Check and adjustment of maximum generator speed by means of the technological stop 1.00 Working procedures and technical requirements Further work Check 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 559 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check and adjustment of maximum generator speed by means of the technological stop Working procedures and technical requirements 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 560 July 1, 2008 On pages 558 to 560 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations that are allowed to be performed on the FCU On pages 801 to 804 Manpower required (Manhours) 2.00 Working procedures and technical requirements Further work 1. It is allowed to eliminate the following leaks of the FCU: Check See Page 101 - 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. Depending on the defect Test Equipment Tools and Fixtures Depending on the defect Consumable Materials 73.21.00 Page 801 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations that are allowed to be performed on the FCU On pages 801 to 804 Manpower required (Manhours) 2.00 Working procedures and technical requirements 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. Confirm the entry by the signature of the person in charge. 73.21.00 Page 802 Jan 18, 2013 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E On pages TECHNOLOGICAL INSTRUCTIONS M601E-21 801 to 804 Name of work Operations that are allowed to be performed on the FCU Manpower required (Manhours) acc. to type of installation Working procedures and technical requirements Further work Check 2. Replacement of an electromagnet An electromagnet may be replaced on a fuel control unit that is installed on the aircraft engine. Procedure: (1) The electromagnet is placed on the outside of the Pump (item 43, Fig. 1). (2) Remove safety wire with a seal from the electromagnet. (3) Loosen a union nut on a cannon plug and remove the cannon plug from the electromagnet connector. (4) Use a box wrench 146-PM 272 to screw the electromagnet from the electromagnet body AR-0068/A.. (5) Perform an inspection and clean the nozzles in the electromagnet body. If the sealing surface of the nozzle is damaged reinstall the electromagnet, remove the Fuel control unit from the engine and send it to the manufacturer. (6) Clean the new electromagnet and the area with the nozzle in the electromagnet body thoroughly by washing it in aviation fuel and blow with compressed air. Test Equipment Box wrench 146-PM 272 Flat-nosed pliers Pincers Electromagnet AR1-04 Packing ring 1610-20.5-2.5 Tools and Fixtures Consumable Materials 73.21.00 Page 803 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations that are allowed to be performed on the FCU Working procedures and technical requirements CAUTION: THE PACKING DAMAGED RING DURING MUST NOT GET ELECTROMAGNET (7) Reinstall the new electromagnet. Carefully slip a new packing ring 1610-20.5-2.5 on the electromagnet. Level the packing ring in the neck and apply oil or grease. Use a box wrench 246-PM 272 to screw the electromagnet in the electromagnet body until it is seated on the front surface of the body. NOTE: When installing the packing ring it is possible to cover thread M 24 x 1.5 with cellotape which will be removed after installation. (8) Secure the electromagnet with a wire with a seal. (9) Insert the cannot plug in the electromagnet and secure by tightening the union nut. (10) Bleed the fuel control unit (see chapter 73.21.00, Page 303). FUEL LEAK IS NOT PERMITTED DURING INSPECTION OF THE ELECTROMAGNET FUNCTION. (11) Inspect the electromagnet function and perform a leak check during the engine run. (12) Record electromagnet replacement in the engine log book, stating the date and name of the person who replaced the electromagnet. 73.21.00 Page 804 Jan 18, 2013 801 to 804 Manpower required (Manhours) acc. to type of installation Further work REINSTALLATION CAUTION: On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 901 to 903 Manpower required (Manhours) Preservation and storage of the FCU 1.00 Working procedures and technical requirements Further work All newly manufactured FCU as well as those that have been See repaired are subjected to the following preservation procedure Page 101 Check 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. Preservation agent in Cord dia 2 mm accordance with (or self-adhesive tape width Technological Instruction some 20 mm) - 2 m for engine preservation (72.03.00) Painter’s brush dia some 25 mm Paraffin or parchment paper 1 sq.m Pressure air 0.1 to 0.5 MPa (1 to 5 kp/sq.cm) Preservation equipment Test Equipment Tools and Fixtures Consumable Materials 73.21.00 Page 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation and storage of the FCU On pages 901 to 903 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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 902 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation and storage of the FCU On pages 901 to 903 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work Check 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 903 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Measures to be taken during breaks in FCU operation Working procedures and technical requirements 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. 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). 73.21.00 Page 904 July 1, 2008 904 Manpower required (Manhours) Further work Permissible break in the operation of the FCU CAUTION: ALL On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL PUMP 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 PRESSURE pč PRESSURE pz OUTLET D B OUTLET PRESSURE ps FROM THE FCU PRESSURE pd DRAINAGE C E A PRESSURE ps FUEL INTAKE FRONT VIEW OF THE LUN 6290.04-8 FUEL PUMP Fig. 2 73.22.00 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.22.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 6290.04-8 FUEL PUMP 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.22.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FUEL PUMP SERVICING TECHNOLOGY 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.22.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 301 to 302 Manpower required (Manhours) De-preservation of the fuel pump 1.00 Working procedures and technical requirements Further work De-preservation of the fuel pump (in following text - pump) is See Check Page 101 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. Brush Tray 100/500x500 mm Compressed air 0.1 to 0.5 MPa (1 to 5 kp/sq.cm) Petrol - 2 litres Test Equipment Tools and Fixtures Consumable Materials 73.22.00 Page 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work De-preservation of the fuel pump On pages 301 to 302 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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. Confirm the entry by the signature of the person in charge. 73.22.00 Page 302 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 403 Manpower required (Manhours) LUN 6290.04-8 fuel pump - replacement 0.5 Working procedures and technical requirements 1. Further work Check See Removal Page 101 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. Spanner s=15; 17; 19 mm Socket spanner s=9 mm (M601-944.4) Wire dia 0.63 mm of stainless steel 17 246.4 length 1m Spanner No.145-PM 30 Screwdriver Flat pliers Pointer side nippers Test Equipment Tools and Fixtures Consumable Materials 73.22.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6290.04-8 fuel pump - replacement On pages 401 to 403 Manpower required (Manhours) 0.5 Working procedures and technical requirements 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 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 6290.04-8 fuel pump - replacement On pages 401 to 403 Manpower required (Manhours) 0.5 Working procedures and technical requirements Further work Check 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 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.22.00 Page 404 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 604 Manpower required (Manhours) Washing and check of the fuel strainer after 300 hours of operation 1.5 Working procedures and technical requirements Further work Wash and check visually the complete strainer (in subsequent See text - strainer) (6) periodically after 300 hours of operation - See Page 101 Check 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. Spanner s=9 mm Screwdriver Puller No. 145-PM 22 Puller No. 145-PM 2037 Pressure air 0.1 to 0.3 MPa (1 to 3 kp/sq.cm) Seal N 9910 (or user’s seal) Wire dia 0.63 mm of stainless steel 17 246.4 Flat pliers length 250 mm Pincers Test Equipment Tools and Fixtures Consumable Materials 73.22.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Washing and check of the fuel strainer after 300 hours of operation Working procedures and technical requirements 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 602 July 1, 2008 On pages 601 to 604 Manpower required (Manhours) 1.5 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Washing and check of the fuel strainer after 300 hours of operation Working procedures and technical requirements On pages 601 to 604 Manpower required (Manhours) 1.5 Further work Check 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. Confirm the entry by the signature of the person in charge. 73.22.00 Page 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Washing and check of the fuel strainer after 300 hours of operation Working procedures and technical requirements On pages 601 to 604 Manpower required (Manhours) 1.5 Further work Check Actual position FUEL STRAINER OF THE FUEL PUMP Fig. 601 73.22.00 Page 604 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations permitted to be performed on the fuel pump On pages 801 to 804 Manpower required (Manhours) 2.50 Working procedures and technical requirements Further work 1. It is permitted to eliminate leakages with respect to the See Check Page 101 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. Depending on the trouble Test Equipment Tools and Fixtures Depending on the trouble Consumable Materials 73.22.00 Page 801 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations permitted to be performed on the fuel pump On pages 801 to 804 Manpower required (Manhours) 2.50 Working procedures and technical requirements 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. 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 802 Jan 18, 2013 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 801 to 804 Name of work Manpower required (Manhours) Operations permitted to be performed on the fuel pump acc. to type of installation Working procedures and technical requirements Further work Check 2. Replacement of an electromagnet An electromagnet may be replaced on a fuel pump that is installed on the aircraft engine. Procedure: (1) The electromagnet is placed on the outside of the Pump (item 46, Fig. 1). (2) Remove safety wire with a seal from the electromagnet. (3) Loosen a union nut on a cannon plug and remove the cannon plug from the electromagnet connector. (4) Use a box wrench 27 to screw the electromagnet out of the fuel pump. (5) Perform an inspection and clean the fuel pump nozzle. If the sealing surface of the nozzle is damaged reinstall the electromagnet, remove the fuel pump and send it to the manufacturer. (6) Clean the new electromagnet and the area with the nozzle in the fuel pump thoroughly by washing it in aviation fuel and blow with compressed air Box wrench 27 Electromagnet AC1-08 Flat-nosed pliers Packing ring 1610-20.5-2.5 Pincers Test Equipment Tools and Fixtures Consumable Materials 73.22.00 Page 803 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Operations permitted to be performed on the fuel pump On pages 801 to 804 Manpower required (Manhours) acc. to type of installation Working procedures and technical requirements CAUTION: THE PACKING DAMAGED RING DURING MUST NOT Further work GET ELECTROMAGNET REINSTALLATION (7) Reinstall the new electromagnet. Carefully slip a new packing ring 1610-20.5-2.5 on the electromagnet. Level the packing ring in the neck and apply oil or grease. Screw the electromagnet in the fuel pump until it is seated on the front surface of the fuel pump NOTE: When installing the packing ring it is possible to cover thread M 24 x 1.5 with cellotape which will be removed after installation. (8) Secure the electromagnet with a wire with a seal. (9) Insert the cannot plug in the electromagnet and secure by tightening the union nut. (10) Bleed the fuel control unit (see chapter 73.21.00, Page 303). CAUTION: FUEL LEAK IS NOT PERMITTED DURING INSPECTION OF THE ELECTROMAGNET FUNCTION. (11) Inspect the electromagnet function and perform a leak check during the engine run. (12) Record electromagnet replacement in the engine log book, stating the date and name of the person who replaced the electromagnet. 73.22.00 Page 804 Jan 18, 2013 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 901 to 903 Manpower required (Manhours) Preservation and storage of the fuel pump 0.50 Working procedures and technical requirements Further work 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. See Page 101 Check 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 REPAIRS, REASON, E.G. WARRANTY INSPECTIONS, ETC. Approved preservation agents are presented in Technological Instructions No. 73.03.00 Cord dia 2 mm (or self-adhesive tape of width approximately 20 mm) - 2 m Spanner for turning No. 145-PM 30 Paraffin or parchment paper 0.5 sq.m Painter’s brush dia approximately 25 mm Compressed air 0.1 to 0.5 Mpa (1 to 5 kp/sq.cm) Preservation unit Test Equipment Tools and Fixtures Consumable Materials 73.22.00 Page 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation and storage of the fuel pump On pages 901 to 903 Manpower required (Manhours) 0.50 Working procedures and technical requirements 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 902 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Preservation and storage of the fuel pump On pages 901 to 903 Manpower required (Manhours) 0.50 Working procedures and technical requirements Further work Check 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 903 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Measures to be taken during breaks in the fuel pump operation Working procedures and technical requirements 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). 73.22.00 Page 904 July 1, 2008 On pages 904 Manpower required (Manhours) 0.50 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 MONITORING INSTRUME NTS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 73.30.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 74 IGNITION GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 4 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Jan 18, 2013 74 “RECORD OF REVISIONS”, Page 1 74 “REVIEW OF EFFECTIVE PAGES”, Pages 1 and 2 74 “CONTENTS”, Page 1 74.22.00 Pages 5, 6, 205, 206, 507 thru 512 74 „RECORD OF REVISIONS“ Page 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 74 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 74 „Record of Revisions“ 74 „Review of Effective Pages“ 74 „Contents“ 74.20.00 Page Date 74.21.00 1 2 Jan 18, 2013 July 1, 2008 1 2 Jan 18, 2013 Jan 18, 2013 1 2 Jan 18, 2013 July 1, 2008 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 201 202 July 1, 2008 July 1, 2008 401 July 1, 2008 402 Blank July 1, 2008 74.21.00 Section subsection point 1 2 3 4 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 202 203 204 205 206 Blank Page Date 301 302 July 1, 2008 July 1, 2008 401 402 403 404 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 501 502 503 504 505 506 507 508 509 510 511 512 513 514 515 516 517 518 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 901 902 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 74 „REVIEW OF EFFECTIVE PAGES“ Page 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 74.22.00 74.23.00 Page Date 1 2 3 4 5 6 201 202 Blank 203 204 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Jan 18, 2013 Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Jan 18, 2013 205 Jan 18, 2013 206 401 July 1, 2008 402 July 1, 2008 501 July 1, 2008 502 July 1, 2008 503 July 1, 2008 504 July 1, 2008 505 July 1, 2008 506 July 1, 2008 Jan 18, 2013 507 Jan 18, 2013 508 Jan 18, 2013 509 Jan 18, 2013 510 Jan 18, 2013 511 512 Blank Jan 18, 2013 1 2 Blank 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 201 202 July 1, 2008 July 1, 2008 501 July 1, 2008 502 Blank July 1, 2008 74 „REVIEW OF EFFECTIVE PAGES“ Page 2 Jan 18, 2013 Section subsection point 74.30.00 Page Date 1 2 July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 401 402 403 404 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 74.31.00 1 2 July 1, 2008 July 1, 2008 74.32.00 1 2 Blank July 1, 2008 July 1, 2008 74.40.00 1 2 July 1, 2008 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - UNISON 511747-1 spark plug – inspection 74 „CONTENTS“ Page 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION SYST EM LUN 220 1.03-8 LOW VOLT AGE IGNITION SYST EM DESCRIPTION AND OPERATION 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 shortterm 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION SYST EM 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION SYST EM UNISON IGNITION EXCITER DESCRIPTION AND OPERATION 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. CHAMPION CH 34630/N25F-3 Spark igniters High voltage cables Ignition exciter UNISON IGNITION EXCITER Fig. 1 74.20.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.20.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 201 to 202 Manpower required (Manhours) Adjustment/Test Working procedures and technical requirements 1. On pages Further work Check Adjustment/Test General 1.1 Operational Check Operation of the ignition exciter can be tested either on the Claim at the installed engine or on the test rig after exciter removal from supplier the engine or before installation on the engine. (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 INSTALLATION OF COMPONENTS. ALWAYS BEFORE ANY IGNITION DISCONNECT COUPLING NUTS AT IGNITION EXCITER AT FIRST. Test Equipment Tools and Fixtures Consumable Materials 74.20.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 201 to 202 Manpower required (Manhours) Adjustment/Test Working procedures and technical requirements Further work 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 Claim at the snapping sound with frequency of approximately four supplier snaps per second. Switch ignition off. (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 202 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 Manpower required (Manhours) Working procedure before the LUN 2201.03 ignition system installation Working procedures and technical requirements Further work Check 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 Claim at the number of ignition number of ignition source and production supplier number of spark gap and compare them with the numbers (before given in „Table of Technical Parameters“ measured on a new expiration of the product. 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 Test Equipment Tools and Fixtures Consumable Materials 74.20.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.20.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION UNIT LUN 2201.03-8 IGNITION UNIT INCLUDING THE SPARK GAP DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION UNIT UNISON IGNITION EXCITER DESCRIPTION AND OPERATION 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 emi filter control circuit storage capacitor converter INPUT (feeding voltage) output circuit voltage sense trigger circuit voltage sense trigger circuit one-shot time delay one-shot time delay INPUT (feeding voltage) emi filter control circuit converter storage capacitor SCHEMATIC DIAGRAM OF WIRING Fig. 2 74.21.00 Page 4 July 1, 2008 output circuit GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 IGNITION UNIT TROUBLESHOOTING If technical specifications have not been complied with contact the product support department of the engine manufacturer. 74.21.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.21.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 201 to 205 Manpower required (Manhours) UNISON ignition exciter - maintenance procedures Working procedures and technical requirements Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON ignition exciter - maintenance procedures Working procedures and technical requirements 2. 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 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 202 July 1, 2008 201 to 205 Manpower required (Manhours) Further work Installation (refer to Fig. 201) OR On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON ignition exciter - maintenance procedures Working procedures and technical requirements VIEW P On pages 201 to 205 Manpower required (Manhours) Further work Check Bracket M601-8028.62 - 1 pc (8) Bolt LN 5268 - 4 pcs (6) Nut LN 5168 - 4 pcs (7) Washer LN 5266 - 5 pcs Bracket M601-8029.62 - 1 pc Bolt LN 5284 - 4 pcs IGNITION EXCITER - REMOVAL/INSTALLATION Fig. 201 74.21.00 Page 203 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON ignition exciter - maintenance procedures Working procedures and technical requirements 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 204 July 1, 2008 On pages 201 to 205 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Cleaning/Painting 4.1 Clean ignition exciter as follows: 201 to 205 Manpower required (Manhours) UNISON ignition exciter - maintenance procedures 4. On pages Further work Check 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 CONTACT EXCITER WITH CONNECTORS. 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 205 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.21.00 Page 206 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 301 to 302 Name of work Maintenance of the LUN 2201.3-8 low voltage ignition system Working procedures and technical requirements Manpower required (Manhours) Further work Check 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 Test Equipment Pointed side cutters Screwdriver Flat pliers Tools and Fixtures Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.5 m Consumable Materials 74.21.00 Page 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Maintenance of the LUN 2201.3-8 low voltage ignition system Working procedures and technical requirements 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 74.21.00, PAGE 507. 74.21.00 Page 302 July 1, 2008 INSTRUCTIONS On pages 301 to 302 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 402 Manpower required (Manhours) LUN 2201.03-8 Ignition system - replacement of 2.5 Working procedures and technical requirements 1. Further work Check 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 Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.5 m Double ended spanner 9x10 mm Flat pliers Pointed side cutters Screwdriver Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 2201.03-8 Ignition system - replacement of On pages 401 to 402 Manpower required (Manhours) 2.5 Working procedures and technical requirements 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 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 403 to 404 Manpower required (Manhours) UNISON 9049765-1 ignition exciter - replacement of 2.5 Working procedures and technical requirements 1. Further work Check 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 Binding wire dia 0.63 mm M601 - 944.4 of 17246.4 stainless steel Double ended spanner 8x10 - 0.5 m Double ended spanner 9x10 Flat pliers Pointed side cutters Screwdriver Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON 9049765-1 ignition exciter - replacement of On pages 403 to 404 Manpower required (Manhours) 2.5 Working procedures and technical requirements 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 404 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Making ready the Paltest JT 200 T tester for adjusting and checking the ignition systems Working procedures and technical requirements On pages 501 to 504 Manpower required (Manhours) Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Making ready the Paltest JT 200 T tester for adjusting and checking the ignition systems Working procedures and technical requirements 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 Figs 501 and 502. 74.21.00 Page 502 July 1, 2008 On pages 501 to 504 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Making ready the Paltest JT 200 T tester for adjusting and checking the ignition systems Working procedures and technical requirements On pages 501 to 504 Manpower required (Manhours) Further 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 501 to 504 Manpower required (Manhours) Making ready the Paltest JT 200 T tester for adjusting and checking the ignition systems Working procedures and technical requirements Further work Variation of JT 200 T tester instrument error with ambient temperature % 20 10 °C °C -40 -30 -20 -10 10 20 30 40 -10 -20 % 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. 74.21.00 Page 504 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 505 to 509 Manpower required (Manhours) Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system Working procedures and technical requirements Further work 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 Binding wire dia 0.63 mm 8 and 9 mm of 17246.4 stainless steel Screwdrivers 3.5, 6.5 mm - 200 mm File include feeler gauges Connecting cords 454 910 971 605 454 910 970 626 Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further work the 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 506 July 1, 2008 505 to 509 Manpower required (Manhours) Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system 1. Make ready the Paltest tester as specified in Technological Instructions 74.21.00 Pages 501 to 504. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system Working procedures and technical requirements 4. On pages 505 to 509 Manpower required (Manhours) Further work Check 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 507 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 505 to 509 Name of work Manpower required (Manhours) Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system Working procedures and technical requirements Further 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 508 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition system Working procedures and technical requirements On pages 505 to 509 Manpower required (Manhours) Further work Check 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 It is once more the gap between the armature and the core. It necessary must be within 0.7 to 1 mm. If so enter the measured current to readjust into the log. To set the gap use the spacing pads supplied in the contactthe kit of spare parts. Clean slightly the adjusted contact breaker acc. breaker by felt or brush, press slightly and release the contact to TI with a finger to check its seating. Having adjusted the contact 74.21.00 breaker check its function. Spark plugs must spark normally. (Pages 505 to 509). The damaged parts of contactbreaker if any have to be replaced. 74.21.00 Page 509 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and its adjustment Working procedures and technical requirements 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: On pages 510 to 512 Manpower required (Manhours) Further work Check 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 Screwdriver 3.5 mm Power supply 28 V/25 A 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 Test Equipment 74.21.00 Page 510 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and its adjustment Working procedures and technical requirements On pages 510 to 512 Manpower required (Manhours) Further work Check 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 511 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and its adjustment Working procedures and technical requirements 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 (Figs. 504 and 505). 74.21.00 Page 512 July 1, 2008 On pages 510 to 512 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 513 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 514 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 C2 - Secondary capacitor of 0.5F/3.5 kV J - Tested spark gap JT 200 - Paltest Tester (JT 200T) SPARKING GAP CHECK Fig. 503 Adjusting Screw Secured with paint (It is not necessary to secure with paint after adjustment) SPARKING GAP CHECK Fig. 504 74.21.00 Page 515 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARKING GAP CHECK Fig. 505 (longer) STANDARD SPARKING GAP CHECK Fig. 506 74.21.00 Page 516 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Ignition plug (shorter) IGNITION PLUG CHECK Fig. 507 Contact breaker adjusting bolt Contact filing Adjusting washer for clearance setting 0.7 to 1 CONTACT BREAKER ADJUSTING Fig. 508 74.21.00 Page 517 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.21.00 Page 518 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 901 to 902 Manpower required (Manhours) Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system Working procedures and technical requirements 1. On pages Further work Check 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 74.21.00 necessary they must be preserved. One year packing is not Page 90 intended for tropical areas. 1.3 In two years packing the colour of the moisture indicator is 74.21.00 checked every six months. The colour of the moisture Page 902 indicator is compared with a set of samples. If the moisture indicator colour indicates presence of moisture defective product packing can be claimed. Tank Petrol and cloth Rubber gloves Preservation oil 2 trays OK-5A (KONKOR 105) Preservation grease C-ČSN 65 6856 Paraffin Test Equipment Tools and Fixtures Consumable Materials 74.21.00 Page 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system Working procedures and technical requirements 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. 74.21.00 Page 902 July 1, 2008 On pages 901 to 902 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG N25F-3 LOW VOLTAGE SPARK PLUG DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG CHAMPION CH34630 SPARK IGNITER DESCRIPTION AND OPERATION 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG UNISON 511747-1 SPARK PLUG DESCRIPTION AND OPERATION UNISON 511747-1 spark plug (Fig. 3) is used in M601 engines fitted with UNISON ignition exciter. Low voltage spark plug Unison 511747-1 operates with sparks formed on the surface of the semiconductor which bridges the spark electrodes. It is necessary for the proper function of the ignition. Spark plugs are installed in the torch igniters located on the radial compressor casing. Spark plug life hours are not limited, life is limited by the plug condition inpected according to 74.22.00, UNISON 511747-1 SPARK PLUG – SERVICING 74.22.00 Page 5 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 UNISON 511747-1 LOW VOLTAGE SPARK IGNITER Fig. 3 74.22.00 Page 6 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.22.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG 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 203 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.22.00 Page 204 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPARK PLUG UNI S O N 5 1 17 47 -1 SPARK PLUG SERVICING No maintenance of the Unison spark plug is required during operation. Cleaning/check is performed only when a failure of the ignition system has been found out or within prescribed inspections. CAUTION: DO NOT LET IGNITER PLUG FALL. THIS CAN CAUSE INTERNAL DAMAGE THAT IS NOT ALWAYS FOUND BY TESTS. DISCARD PLUG IF FALLEN. CARE MUST BE TAKEN NOT TO DISTURB THE SEMICONDUCTOR COATING WHICH BRIDGES THE ELECTRODES ON THE SPARK END OF THE PLUG. 74.22.00 Page 205 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.22.00 Page 206 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 402 Manpower required (Manhours) Replacement of the low voltage spark plug 1.00 Working procedures and technical requirements 1. Further work Check 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. Double ended spanner Binding wire dia 0.63 mm 7x19 mm - 2 pcs of 17 246.4 stainless steel Pointed side cutters - 0.5 m Flat pliers Test Equipment Tools and Fixtures Consumable Materials 74.22.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the low voltage spark plug On pages 401 to 402 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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. 17.5 to 20 Sealing gaskets Fig. 401 74.22.00 Page 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 501 to 503 Manpower required (Manhours) Testing the N25F-3 spark plugs Working procedures and technical requirements Further work Check 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 Spark gap J: 28 V/25 A Device for adjusting spark gaps J1 454 910 970 603 Device for checking spark 454 940 970 627 Adjusting extension 454 011 120 001 Hook spanner 38 to 45 mm Spanner 8 mm Screwdriver gaps 454 940 970 603 Measuring extension 454 011 120 000 Cable 2 m long Test Equipment Tools and Fixtures Consumable Materials 74.22.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Testing the N25F-3 spark plugs Working procedures and technical requirements 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 shortcircuit 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 502 July 1, 2008 On pages 501 to 503 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Testing the N25F-3 spark plugs Working procedures and technical requirements On pages 501 to 503 Manpower required (Manhours) Further work Check 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work CHAMPION CH 34630 spark igniter - inspection of On pages 504 to 506 Manpower required (Manhours) 1.00 Working procedures and technical requirements 1. Further work Check 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. Test Equipment 74.22.00 Page 504 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work CHAMPION CH 34630 spark igniter - inspection of On pages 504 to 506 Manpower required (Manhours) 1.00 Working procedures and technical requirements 3. Further work Check 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 4.8 Worn out: 6.1 mm max. 6.1 74.22.00 Page 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 504 to 506 Manpower required (Manhours) CHAMPION CH 34630 spark igniter - inspection of 1.00 Working procedures and technical requirements 4. Further work 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. 74.22.00 Page 506 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON 511747-1 spark igniter - inspection On pages 507 to 511 Manpower required (Manhours) 1.00 Working procedures and technical requirements 1. Further work Check Removal/Installation Removal/Installation is the same as that of N25F-3 spark plug. Refer to 74.22.00, Pages 401 to 402. At spark plug installation select the proper thickness of sealing gaskets to keep dimension as presented in the following Fig. 17,5 21,5 cooper gaskets 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. Test Equipment Tools and Fixtures Consumable Materials 74.22.00 Page 507 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 507 to 511 Manpower required (Manhours) UNISON 511747-1 spark igniter – inspection 1.00 Working procedures and technical requirements 3. Further work Inspection A. Visually check input terminal-end of igniter plug as follows. (1) Inspect contact button for burning, heavy or uneven erosion, loss of plating or evidence of having been previously reworked. NOTE: Minor pitting of the contact button is to be expected, in relation to hours of plug use. Refer to paragraph 3. CLEANING to remove stains and minor pitting. Surface discoloration remaining after cleaning is not cause for rejection of igniter plug. (2) Examine ceramic for cracks, voids, missing pieces, looseness and carbon tracks. None are allowed. Minor chipping around upper edge of ceramic is acceptable if each chip does not exceed 0.020 in. (0.51 mm) in radial width. (3) Examine threads for galling, cross-threading, and damage. Evidence of damaged threads is cause for rejection. (4) Examine flats of hex nut. Reject any igniter plug if flats on hex nut are disfigured by tool slippage to the extent that reinstallation to specified torque may be questionable. (5) Replace igniter plugs exhibiting any of the above conditions. 74.22.00 Page 508 Jan 18, 2013 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work UNISON 511747-1 spark igniter - inspection On pages 507 to 511 Manpower required (Manhours) 1.00 Working procedures and technical requirements B. Inspect the firing end of igniter plug as follows. (1) Hold plug and shake it with force. If any rattle sound can be Further work Check heard, this indicates loose or broken internal parts. Discard plug if defective. (2) Examine outer shell in the firing end for worn areas. The worn depth shall not exceed 0,4mm. Discard the plug if more than one half of the outer shell circumference is worn. (3) Discard the plug if the outer shell is distorted or cracks are present. 74.22.00 Page 509 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 507 to 511 Manpower required (Manhours) UNISON 511747-1 spark igniter – inspection 1.00 Working procedures and technical requirements Further work (4) Examine the firing tip for cracks or pieces missing from the ceramic insulator. Replace any igniter plug that has a crack or piece missing from the ceramic insulator. CAUTION: DO NOT TOUCH INSULATOR AS THE SEMICONDUCTOR COATING WHICH BRIDGES THE ELECTRODES CAN BE DAMAGED. (5) Using dial calipers, measure shell erosion of the plug. Measure the outer shell electrode inner diameter at ½H as shown in Figure 501. Measure erosion along long and short axis and calculate average value of the diameter. Reject igniter plug whenever erosion of shell reaches or exceeds an average value of 0.26 in. (6.5 mm). outer electrode semi-conductor coating inner electrode Fig. 501– Electrode erosion dimensional check 74.22.00 Page 510 Jan 18, 2013 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 507 to 511 Manpower required (Manhours) UNISON 511747-1 spark igniter - inspection 1.00 Working procedures and technical requirements 4. Further work Check 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 and wait 30 seconds. Regular sparking with frequency approx. 3-5Hz should occur. Discard the plug if misfiring or irregularity or significantly lower sparking frequency than 3Hz is observed. 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. 74.22.00 Page 511 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.22.00 Page 512 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 INTERCONNECTING CABLES INTERCONNECTING CABLES FOR LUN 2201.03-8 IGNITION SYSTEM DESCRIPTION AND OPERATION 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. 74.23.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.23.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 INTERCONNECTING CABLES IGNITION CABLES - UNISON DESCRIPTION AND OPERATION 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. 74.23.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.23.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 INTERCONNECTING CABLES TROUBLESHOOTING Con. No. 1. Trouble Probable cause Incorrect function of cables, Mechanical damage, broken failed conductivity cables etc. Remedy Replace the cables 74.23.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.23.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 201 to 202 Name of work Manpower required (Manhours) Ignition cables - UNISON - Maintenance practices Working procedures and technical requirements 1. Further work Removal (Refer to Fig 201, Page 202) WARNING: RESIDUAL VOLTAGE Check Refer to IN IGNITION Page 101 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. Test Equipment Tools and Fixtures Consumable Materials 74.23.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Ignition cables - UNISON - Maintenance practices Working procedures and technical requirements On pages 201 to 202 Manpower required (Manhours) Further work Check 50 ONL 3490.2 - 10 pcs M601-8049 - 1 pc 125 ONL 3490.2 - 1 pc M601-8050.5 - 2 pcs 2x8 ÈSN 02 2706.5 - 1 pc UNISON 9048330-1 - 1 pc M601-885.8 - 4 pcs M601-8051.5 - 1 pc UNISON 9049765-1 - 1 pc UNISON 9048330-2 - 1 pc HIGH VOLTAGE CABLES FOR UNISON IGNITION EXCITER Fig. 201 74.23.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 501 Name of work Manpower required (Manhours) Check of the interconnecting cables Working procedures and technical requirements Further work Visual inspection. Check Refer to Page 101 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. Test Equipment Tools and Fixtures Consumable Materials 74.23.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.23.00 Page 502 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TORCH IGNITERS DESCRIPTION AND FUNCTION 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. 74.30.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 74.30.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TORCH IGNITERS TROUBLESHOOTING Con. No. 1. Trouble Torch igniters do not ignite-although regular sparks discharging over the spark plug can be heard. Probable cause Remedy 1) Improper spacing 1) Replace the sealing between the spark plug gasket by one of different and the cone of thickness or by adding a atomized fuel 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. 74.30.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.30.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 401 to 404 Name of work Manpower required (Manhours) Replacement of the M601-208.9 igniters 1.50 Working procedures and technical requirements 1. Further work Removal 1.1 Uncover the engine as far as necessary following the procedure described in the aircraft documentation. Check See Page 101 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. Special spanner s=8 mm M601-942.4 Double ended spanner 14x17 mm Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.5 m Double ended spanner 19x22 mm Pointed side cutters Flat pliers Test Equipment Tools and Fixtures Consumable Materials 74.30.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the M601-208.9 igniters On pages 401 to 404 Manpower required (Manhours) 1.50 Working procedures and technical requirements 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. 74.30.00 Page 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the M601-208.9 igniters On pages 401 to 404 Manpower required (Manhours) 1.50 Working procedures and technical requirements Further work Check 17.5 to 20 1 (1) copper gaskets Fig. 401 74.30.00 Page 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the M601-208.9 igniters On pages 401 to 404 Manpower required (Manhours) 1.50 Working procedures and technical requirements (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 74.30.00 Page 404 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TORCH IGNITER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 74.31.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 FLASH TUBE DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 74.32.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTING CYCLE DESCRIPTION AND OPERATION 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. 74.40.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 74.40.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 75 AIR BLEEDS THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 12 BULLETIN No. ISSUE DATE OF NEW PAGES Feb 28, 2020 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE RECORD OF REVISION, page 1 REVIEW OF EFFECTIVE PAGES, page 1 75.31.00, pages 401, 402, 404 75 „RECORD OF REVISIONS“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 75 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 75 „Record of Revisions“ Section subsection point 75.31.00 1 Feb 28, 2020 2 July 1, 2008 75 „Review of Effective Pages“ Page Date 1 July 1, 2008 2 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 1 Feb 28, 2020 2 Blank July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 75 „Contents“ 75.00.00 75.20.00 75.21.00 75.22.00 75.30.00 1 July 1, 2008 2 Blank July 1, 2008 401 Feb 28, 2020 402 Feb 28, 2020 1 July 1, 2008 403 July 1, 2008 2 Blank July 1, 2008 404 Feb 28, 2020 405 July 1, 2008 1 July 1, 2008 406 July 1, 2008 2 Blank July 1, 2008 407 July 1, 2008 408 July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 75.32.00 75.50.00 75 „REVIEW OF EFFECTIVE PAGES“ Page1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONT ENT S 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 75 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75 „CONTENTS“ Page 2 July 1, 2003 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEEDS GENERAL DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 COOLING AND LABYRINTH SEALS CHOKING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.20.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR FOR ENGINE HOT PARTS COOLING DESCRIPTION AND OPERATION 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 multisectional 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.21.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED FOR LABYRINTH SEALS CHOKING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.22.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AXIAL COMPRESSOR AIR BLEED DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.30.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED VALVE DESCRIPTION AND OPERATION The air bleed valve provides for proper air bleeding in the prescribed speed range. It is screwmounted 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED VALVE TROUBLESHOOTING Con. No. 1. Trouble Poor function of the air bleed valve Probable cause Remedy 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.31.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED VALVE SERVICING TECHNOLOGY 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 75.31.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 401 to 403 Manpower required (Manhours) Replacement of the M601-19.4 air bleed valve 1.5 Working procedures and technical requirements 1. On pages Further work Removal 1.1 Remove binding wire between the banjo connection, inlet and outlet nozzle as well as from the nut on the compressor outlet. Check See page 101 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. Side nippers Acetone Flat pliers Sealing compound „Hylomar“ Screwdriver Lacquer petroleum ČSN 65 6541 Socket wrench s=8 mm M601-943.4 Locking washers 5.2 ONL 3288.1 - 6 pcs Double-ended spanner 14x17 LN 5383 – 3 pcs mm Sealing washers 10x14 ČSN 02 9310.2 - 2 pcs Binding wire dia 0.63 mm of stainless steel 17 246.4 - 1m Test Equipment Tools and Fixtures Consumable Materials 75.31.00 Page 401 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the M601-19.4 air bleed valve Working procedures and technical requirements 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 new 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 new 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 402 Feb 28, 2020 On pages 401 to 403 Manpower required (Manhours) 1.5 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the M601-19.4 air bleed valve Working procedures and technical requirements On pages 401 to 403 Manpower required (Manhours) 1.5 Further work Check 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 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 404 to 406 Name of work Manpower required (Manhours) The M601-19.4 air bleed valve - washing 1.00 Working procedures and technical requirements 1. Further work Check 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 Acetone Lacquer petroleum Double-ended spanner 14x17 ČSN 65 6541 mm Sealing compound „Hylomar“ Double-ended spanner 9x10 mm Brush size No. 8 to 10 M601-1610.4 sealing Sealing washers 10x14 ČSN 02 9310.2 - 2 pcs 6x10 ČSN 02 9310.2 - 1 pc Binding wire dia 0.63 mm of stainless steel 17 246.4 - 1m Test Equipment 75.31.00 Page 404 Feb 28, 2020 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The M601-19.4 air bleed valve - washing Working procedures and technical requirements 3. On pages 404 to 406 Manpower required (Manhours) 1.00 Further work Check 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 405 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The M601-19.4 air bleed valve - washing Working procedures and technical requirements 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 406 July 1, 2008 On pages 404 to 406 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check of compressor bleed valve function when engine is at rest Working procedures and technical requirements On pages 407 to 408 Manpower required (Manhours) Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 75.31.00 Page 407 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check of compressor bleed valve function when engine is at rest Working procedures and technical requirements 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. 75.31.00 Page 408 July 1, 2008 On pages 407 to 408 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED FOR AUTOMATIC CONTROL DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.32.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIR BLEED FOR AIRCRAFT NEEDS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 75.50.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 76 ENGINE CONTROLS GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 4 BULLETIN No. ISSUE DATE OF NEW PAGES Jan 18, 2013 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 76 "RECORD OF REVISIONS" Page 1 76 "REVIEW OF EFFECTIVE PAGES" Page 1 76 “CONTENTS”, Page 1 76.10.00 Page 101, 501 and 507 76.30.00 Pages 1, 3, 12 and 101 5 Mar 27, 2013 76 "RECORD OF REVISIONS" Page 1 76 "REVIEW OF EFFECTIVE PAGES" Page 1 76.30.00 Page 9 16 Jun 30, 2020 RECORD OF REVISIONS, Page 1 REVIEW OF EFFECTIVE PAGES, Page 1, 2 CONTENTS, Page 1 76.20.00, Pages 1, 2, 101, 102, 401, 402, 403, 404, 405, 406, 407, 408, 409, 410 76 „RECORD OF REVISIONS“ Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 76 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 2 Jun 30, 2020 July 1, 2008 1 2 Jun 30, 2020 Jun 30, 2020 76 „Contents“ 1 2 Blank Jun 30, 2020 July 1, 2008 76.00.00 1 2 Blank July 1, 2008 July 1, 2008 76.10.00 1 2 3 4 5 6 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 76 „Record of Revisions“ 76 „Review of Effective Pages“ Section subsection point Page Date 76.10.00 601 602 603 604 605 606 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 76.20.00 1 2 Blank Jun 30, 2020 Jun 30, 2020 101 Jun 30, 2020 102 Blank Jun 30, 2020 101 Jan 18, 2013 102 Blank July 1, 2008 501 502 503 504 505 506 507 508 509 510 511 512 513 514 Blank Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 76.30.00 401 402 403 404 405 406 407 408 409 410 Blank Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 Jun 30, 2020 1 2 3 4 5 6 7 8 9 10 11 12 Jan 18, 2013 July 1, 2008 Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Mar 27, 2013 July 1, 2008 July 1, 2008 Jan 18, 2013 101 Jan 18, 2013 102 Blank July 1, 2008 601 602 July 1, 2008 July 1, 2008 76 „REVIEW OF EFFECTIVE PAGES“ Page1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 76.30.00 76.40.00 Page Date 603 604 605 606 607 608 609 610 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 501 July 1, 2008 502 Blank July 1, 2008 76 „REVIEW OF EFFECTIVE PAGES“ Page 2 Jun 30, 2020 Section subsection point Page Date GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONT ENT S 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 6590.51-8 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 76.20.00 LUN 7880.01-8 ELECTROHYDRAULIC ACTUATOR - Description and operation - Troubleshooting - Removal of the LUN 7880.01-8 Electro-hydraulic actuator - Installation of the LUN 7880.01-8 Electro-hydraulic actuator - Tightening of the LUN 7880.01-8 Electro-hydraulic actuator to the Mounting Pad - Replacement of the Gasket under the LUN 7880.01-8 Electro-hydraulic actuator - Replacement of the Sealing Rings of the Hollow Bolt on the Actuator Tube 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 „CONTENTS“ Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE CONTROLS GENERAL DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER CONTROL DESCRIPTION AND OPERATION 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 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 V1 C V3 0.05 to 0.1 „0“ 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 76.10.00 Page 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER CONTROL TROUBLESHOOTING Con. No. Trouble Probable cause Remedy 1. Increased force when Soiled ball joint of the pull Dismantle the pull rod checking smooth motion of rod including the joint, wash it ball joints with clean petrol, grease it in accordance with Technological Instructions 76.10.00, pages 601 to 604 2. Adjustment has not been Datum position shifted („0“ on the FCU scale does performed after the FCU not coincide with the mark replacement on the ECL of the FCU) 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 Airframe pull rod length lever in position at the idling faulty adjustment stop, the mark on the lever on the LUN 6590.51-8 FCU is shifted beyond the range of 3°. Adjust the pull-rod length in accordance with Technological Instructions 76.10.00, page 504. 6. The pointer on the FCU With the engine control lever in position at the idling lever is bent. stop, the mark on the lever on the LUN 6590.51-8 FCU is shifted beyond the range of 3°. 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 101 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.10.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 501 Manpower required (Manhours) Checking and adjustment of basic position of the engine control lever on the LUN 6590.51-8 FCU 0.25 Working procedures and technical requirements Further work 1. Having airframe pull rod disconnected from the engine control See lever (1) lock this lever by means of the technological pin in Check page 101 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. Pointed side nippers Flat pliers Two spanners s=8 mm Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.4 m AM-63A-01 Technological pin Test Equipment Tools and Fixtures Consumable Materials 76.10.00 Page 501 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 502 to 503 Manpower required (Manhours) Name of work Checking and adjustment of the „V3“ clearance Working procedures and technical requirements Further work Check 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 1 = -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. Pointed side nippers Split pin LN 5209 Flat pliers Locking washer Spanner s=8 mm 5.2 ONL 3288.2 Two spanners s=10 mm AM-63A-01 Technological pin Test Equipment 76.10.00 Page 502 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the „V3“ clearance Working procedures and technical requirements On pages 502 to 503 Manpower required (Manhours) Further work Check 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the airframe pull rod length On pages 504 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work 1. Having airframe pull rod disconnected from engine control See lever (1) lock this by means of the technological pin in Check page 101 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. AM-63A-01 Technological pin Use airframe tool kit for adjusting the rod length Test Equipment 76.10.00 Page 504 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the travel of the „BC“ lever of propeller speed governor On pages 505 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work 1. Set propeller in reverse position or remove block carrier on See Check page 101 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). Spanner s=10 mm (2 pcs) Spanner s=8 mm Locking washer 5.2 ONL 3288.2 Flat pliers ČSN Screwdriver Test Equipment Tools and Fixtures Consumable Materials 76.10.00 Page 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 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 Manpower required (Manhours) Working procedures and technical requirements Further work This check is performed only after all necessary adjustments of See the fuel system have been completed. Check page 101 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. Flat pliers Spanner s=8 mm Locking washer 5.2 ONL 3288.2 Screwdriver Test Equipment 76.10.00 Page 506 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the switching-on/off points of the automatic feathering switch on the engine control lever Working procedures and technical requirements On pages 506 to 507 Manpower required (Manhours) Further work Check 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 6590.51-8 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 6590.51-8 FCU corresponds to approximately 1 % of the gas generator speed. 76.10.00 Page 507 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 508 Manpower required (Manhours) Checking and adjustment of the coincidence of the double-lever mark with the mark on the double-lever bracket Working procedures and technical requirements Further work 1. After the replacement of LUN 7816-8 propeller speed See governor connect the front pull rod to „BC“ lever of the Check page 101 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. Flat pliers Spanner s=8 mm (2 pcs) Locking washer 5.2 ONL 3288.2 Pointed side nippers Test Equipment 76.10.00 Page 508 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the fuel shut off valve actuating lever On pages 509 to 510 Manpower required (Manhours) 0.33 Working procedures and technical requirements General: The fuel shut-off valve of the FCU has two functions. Total actuating lever travel is from 0° to 85° (from one Further work Check See page 101 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. Airframe tool kit AM-63A-01 Technological pin Test Equipment Tools and Fixtures Consumable Materials 76.10.00 Page 509 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 509 to 510 Manpower required (Manhours) Adjustment of the fuel shut off valve actuating lever 0.33 Working procedures and technical requirements Further work 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 510 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 511 to 513 Manpower required (Manhours) Checking and adjustment of the reverse thrust power 1.00 Working procedures and technical requirements 1. Further work Checking the engine reverse thrust power. Check See 1.1 Read barometric pressure and ambient air temperature at page 101 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. Spanner s=8 mm Pointed side nippers Flat pliers Screwdriver Test Equipment Tools and Fixtures Locking washer 5.2 ONL 3288.2 Binding wire dia 0.63 mm of 17 246.4 stainless steel - 0.2 m Consumable Materials 76.10.00 Page 511 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the reverse thrust power On pages 511 to 513 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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 512 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking and adjustment of the reverse thrust power On pages 511 to 513 Manpower required (Manhours) 1.00 Working procedures and technical requirements Further work Check 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 513 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.10.00 Page 514 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 603 Manpower required (Manhours) Checking smooth motion and lubrication of ball joints of the engine controls 0.50 Working procedures and technical requirements Further work 1. Hold the pull rod - item (4) - see Fig. 601; turn by the joints See reversibly and check them for smooth motion - items (1) and Check page 101 (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. Clean cloth Grease Aeroshell Grease 6 Test Equipment Tools and Fixtures Consumable Materials 76.10.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking smooth motion and lubrication of ball joints of the engine controls Working procedures and technical requirements Fig. 601 76.10.00 Page 602 July 1, 2008 On pages 601 to 603 Manpower required (Manhours) 0.50 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking smooth motion and lubrication of ball joints of the engine controls Working procedures and technical requirements On pages 601 to 603 Manpower required (Manhours) 0.50 Further work Check Fig. 602 76.10.00 Page 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 604 Manpower required (Manhours) Lubrication of the automatic feathering switch lever Working procedures and technical requirements Further work Check 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 Test Equipment 76.10.00 Page 604 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 605 Manpower required (Manhours) Lubrication of the pin of the automatic feathering switch lever 0.5 Working procedures and technical requirements Further work 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. See page 101 Check 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. Basin 0.5 to 1.0 litre Spanner s=7 mm Petrol 0.2 l Screwdriver AeroShell Grease 6 Set of feeler gauges Cloth 0.05 to 1.00x100 mm ČSN 25 Varnish C 2001 - 5140 1670 Test Equipment Tools and Fixtures Consumable Materials 76.10.00 Page 605 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.10.00 Page 606 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 7880.01-8 ELECTROHYDRAULIC ACTUATOR DESCRIPTION AND OPERATION The LUN 7880.01-8 Electro-Hydraulic Actuator is used to feather the propeller in every operation mode (including reverse) and in every Propeller Control Lever setting. It is usually used in the control system of the V510 double acting propeller. Electrohydraulic actuator is installed on the reduction gearbox (refer to Fig. 1, Chapter 72-1100). 76.20.00 Page 1 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.20.00 Page 2 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 7880.01-8 ELECTROHYDRAULIC ACTUATOR INCLUDING SPACER TROUBLESHOOTING Trouble Probable cause Remedy Leakage between electrohydraulic actuator flange, and the mounting pad a) Released joint Tighten actuator: refer to 76-2000 page 205 - Tightening of the Actuator to the Mounting Pad b) Damaged gasket Replace gasket refer to 76-20-00 page 206 - Replacement of the Gasket under Actuator Damaged sealing rings Tighten or replace sealing rings refer to 76-00-00 page 207 Replacement of the Sealing Rings of the Hollow Bolt on the Actuator Tube Leakage around hollow bolt of the tube from propeller speed governor 76.20.00 Page 101 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.20.00 Page 102 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal of the LUN 7880.01-8 Electro-hydraulic actuator Working procedures and technical requirements On pages 401 to 402 Manpower required (Manhours) Further work Check 1. Remove lockwire from both ends of the tube (Item 5) - ref. Figs 401 and 403, from propeller governor. 2. Disconnect tube from the electrohydraulic actuator by means of removal of bolt (Item 21) and releasing B-nut on the tube opposite end. 3. Remove lockwire securing connector (Item 24). Disconnect the connector. 4. Release lock washers (Item 19) and nuts (Item 18) from the studs (Item 23). 5. Remove the actuator from the mounting pad (Item 25) on the reduction gearbox - ref. Fig. 403. 6. Close the actuator immediately by the flange cover (Item 15) - ref. Fig. 402, with intact gasket (Item 17) and fasten it by two bolts (Item 16). NOTE: Use parts (Items 15 and 16) either from the actuator which is ready for installation or from the removed one. a. If a new actuator is not installed on the mounting pad of the reduction gearbox, then protect it by cover (Item 15) with intact gasket (Item 17). Pliers, double-ended wrench: s = 19x22 mm, s = 8x10 mm, caulking chisel M601-9026.4 (refer to Chapter 72-03-01 ENGINE – TOOLS, Set of Tools, Item 6) Test Equipment Tools and Fixtures lacquer petroleum engine oil Consumable Materials 76.20.00 Page 401 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Removal of the LUN 7880.01-8 Electro-hydraulic actuator Working procedures and technical requirements 7. Install protective ring (Item 20) (either from the actuator which is ready for installation or from the removed one) on the hollow bolt (Item 21). Insert both sealing rings (Item 22) - ref. Fig. 402. 8. If necessary, preserve the removed actuator. 9. Pack the actuator in waxed paper and put it into appropriate box. 10. When reduction gearbox or other parts have been contaminated with oil during removal clean them by clean lacquer petroleum. 11. Enter accomplished procedure into appliance log and engine log book. State reason for removal and failures if any. 76.20.00 Page 402 Jun 30, 2020 On pages 401 to 402 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Installation of the LUN 7880.01-8 Electro-hydraulic actuator Working procedures and technical requirements On pages 403 to 404 Manpower required (Manhours) Further work Check 1. Depreserve the actuator as follows: wipe carefully outer surfaces with lacquer petroleum provided flange is covered and screw union of the actuator is plugged. Rinse lightly the actuator with clean engine oil. 2. Inspect the actuator for damage. Check the flange surface and gasket. 3. Loosen two bolts (Item 16). Remove cover (Item 15) - ref. Fig. 402, and gasket (Item 17) from the flange. 4. Clean with lacquer petroleum the mounting pad (Item 25) on the reduction gearbox for LUN 7880.01-8 actuator installation. 5. Apply engine oil or equivalent on gasket before installation. Install gasket (Item 17) on the studs (Item 23). 6. Install carefully the actuator on the gasket (Item 17). Fasten it by six nuts (Item 18) with tab washers (Item 19) (included in loose parts) (Figs 401, 403). 7. Tighten the nuts (Item 18) evenly and secure by tab washers (Item 19). 8. Remove bolt (Item 21) and sealing washers (Item 22). Then remove protective ring (Item 20) - ref. Fig. 402. Pliers, double-ended wrench: s = 19x22 mm, s = 8x10 mm, caulking chisel M601-9026.4 (refer to Chapter 72-03-01 ENGINE – TOOLS, Set of Tools, Item 6) Test Equipment Tools and Fixtures lacquer petroleum engine oil Consumable Materials 76.20.00 Page 403 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Installation of the LUN 7880.01-8 Electro-hydraulic actuator Working procedures and technical requirements 9. Install end of the tube (Item 5) from propeller speed governor with sealing washers (Item 22) on the bolt (Item 21) - ref. Fig. 401. 10. Fasten tube by means of tightening of both the hollow bolt (Item 21) and B-nut on the other tube end at the governor. 11. Screw the connector (Item 24) of the engine harness to the electromagnetic solenoid (Fig. 401). 12. Tighten and secure all joints. 13. Enter accomplished installation into appliance log and engine log book. 76.20.00 Page 404 Jun 30, 2020 On pages 403 to 404 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 405 Name of work Tightening of the LUN 7880.01-8 Electro-hydraulic actuator to the Mounting Pad Working procedures and technical requirements Manpower required (Manhours) Further work Check 1. Unlock securing washers (Item 19) - ref. Fig. 401, under nuts (Item which fasten the actuator to the mounting pad. Use caulking chisel. 2. Tighten nuts (Item 18) and secure them by lockwashers (Item 19) - ref. Fig. 401. 3. Enter accomplished procedure into the actuator log and engine log book. Pliers, double-ended wrench: s = 19x22 mm, s = 8x10 mm, caulking chisel M601-9026.4 (refer to Chapter 72-03-01 ENGINE – TOOLS, Set of Tools, Item 6) Test Equipment Tools and Fixtures Consumable Materials 76.20.00 Page 405 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 406 Name of work Manpower required (Manhours) Replacement of the Gasket under the LUN 7880.01-8 Electrohydraulic actuator Working procedures and technical requirements Further work Check 1. Remove the actuator refer to 76.20.00, pages 401 to 402. 2. Replace damaged gasket (Item 17) by new intact one. 3. Install the actuator refer to 76.20.00, pages 403 to 404. NOTE: 1) After installation deaerate and check the actuator per the applicable propeller manual. 2) Provided the cover is installed instead of the actuator the packing under cover can be replaced similarly. 4. Enter accomplished replacement into the actuator log and engine log book. Test Equipment 76.20.00 Page 406 Jun 30, 2020 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the Sealing Rings of the Hollow Bolt on the Actuator Tube Working procedures and technical requirements On pages 407 Manpower required (Manhours) Further work Check 1. Release tube (Item 5) (ref. Fig. 401), refer to steps (1), (2), 76.20.00, pages 401 to 402. 2. Replace sealing rings (Item 22) by new ones. 3. Install tube (Item 5) refer to steps (11), (12), 76.20.00, pages 403 to 404. 4. When reduction gearbox or other parts have been contaminated with oil clean them by clean lacquer petroleum. NOTE: Deaerate and check the actuator per applicable propeller manual. 5. Enter accomplished procedure into the actuator log and engine log book. Test Equipment Tools and Fixtures Consumable Materials 76.20.00 Page 407 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend for Figs 401 to 403: 5 - Tube (from governor) 15 - Cover 16 - Bolt 17 - Gasket 18 - Nut 19 - Lock washer 20 - Protective ring 21 - Hollow bolt 22 - Sealing ring 23 - Stud 24 - Socket 25 - Mounting pad on the reduction gearbox (NOTE: Lockwire is not shown.) ACTUATOR - REMOVAL AND INSTALLATION Fig. 401 76.20.00 Page 408 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (NOTE: Lockwire is not shown.) ACTUATOR - REMOVAL AND INSTALLATION Fig. 402 (NOTE: Lockwire is not shown.) ACTUATOR - REMOVAL AND INSTALLATION Fig. 403 76.20.00 Page 409 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.20.00 Page 410 Jun 30, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL PARAMETERS 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 6590.51-8 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 1 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 See section 77.21.00 for its description and function. d) LUN 1476-8 Pressure switch of torque limiter See section 77.15.00 for its description and function. 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 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 pushbutton „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 6590.51-8 FCU See section 73.21.00 for its description and operation. 76.30.00 Page 3 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 7 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 8 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OPERATING VALUES OF PARAMETERS SUBJECTED TO LIMITATION (Calculated) Parameters subjected to limitation Gas generator speed The lamp lights up at Maximum decrease in fuel supply occurs at 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 Engine Starting Interturbine temperature ITT dITT/dt Gas generator speed Propeller speed Check Torque 740 to 770 °C 761 to 781 °C 610 to 656 °C 634 to 680 °C 81 to 130 oC/sec 81 to 130 oC/sec 81 to 86 % 82.5 to 89 % 1,544 to 1,640 r.p.m. 1,575 to 1,702 r.p.m. 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 9 Mar 27, 2013 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 nG [%] 107 106 105 104 103 102 101 100 99 98 97 96 95 Maximum decrea ase in fuel ssupply 94 l light-up The lamp 93 92 91 90 89 -60 -50 -40 -30 -20 0 -10 0 +10 +2 20 +30 + +40 +50 Ambient airr temperatuure t0 [°C] GA AS GENERA ATOR SPE EED LIMITA ATION AS A FUNCTIO ON OF AMBIENT T AIR TEMPERATURE E 76.30.00 Page 10 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 11 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1333.12-8 Integrated Speed Transmitter (Gas Generator) LUN 1333.12-8 Integrated Speed Transmitter (Propeller) LUN 1377-8 ITT Transmitter LUN 7816-8 Propeller Speed Governor LUN 5260.04-8 Integrated electronic limiter unit (IELU) Switch on the Undercarriage LUN 2601.01-8 Time Relay Cockpit Push Button IELU LUN 6590.51-8 Fuel Control Unit Switch in the System of Automatic Feathering of the Switch of Feeding Second Engine Radioaltimeter TEST P-5(7) Temperature Transmitter SWITCH PUSH BUTTON LUN 1476-8 Pressure Switch of the Torque Limiter Signalling Lamps „IELU“ „PARAMETER EXCEEDING“ LUN 5223 Generator Speed Derivative Element BLOCK DIAGRAM OF THE SYSTEM OF LIMITERS 76.30.00 Page 12 Jan 18, 2013 LUN 3280-8 Pressure Switch for Automatic Propeller Feathering „IELU STBY“ GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL PARAMETERS TROUBLESHOOTING Con. No. 1. Trouble During engine starting, the lamp „PARAMETER EXCEEDING“ does not light up at exceeded ITT Probable cause 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 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 Remedy 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 1) Check according to Technological Instructions 76.30.00, page 609 2) Replace failed instruments 3) Contact the organization authorized for limiter system servicing e) LUN 6590.51-8 failure f) LUN 5223 failure g) P-5(7) failure 76.30.00 Page 101 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.30.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 1476-8 pressure switch of the torque limiter Working procedures and technical requirements On pages 601 to 604 Manpower required (Manhours) Further work Check 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 Spanners s = 12 mm substitute connection as s = 15 mm shown in the Fig. 601 s = 22 mm Test Equipment Tools and Fixtures Consumable Materials 76.30.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 601 to 604 Manpower required (Manhours) Name of work Inspection of the LUN 1476-8 pressure switch of the torque limiter Working procedures and technical requirements Further work Switch Check Re1, Re2 LUN 2621.42 relays Ž1, Ž2 28 V bulbs R1, R2 resistor 1 k R3, R4 resistor 13 k D1, D2 KY704-705 diode T1, T2 KF506 (KFY46) tranzistor Pressure gauge, range up to 1.6 MPa, category of accuracy 0.6 % Socket Pressure liquid source Fig. 601 76.30.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 1476-8 pressure switch of the torque limiter Working procedures and technical requirements On pages 601 to 604 Manpower required (Manhours) Further work Check 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 0.025 MPa 0.05 MPa II nd level 0.025 MPa 0.05 MPa I st level 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 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Inspection of the LUN 1476-8 pressure switch of the torque limiter Working procedures and technical requirements Further 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 M. 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 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 604 July 1, 2008 601 to 604 Manpower required (Manhours) Name of work 2,000 50 hours. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 3280-8 pressure switch of automatic feathering system Working procedures and technical requirements On pages 605 to 608 Manpower required (Manhours) Further work Check 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 Spanners s = 12 mm substitute connection as s = 15 mm shown in the Fig. 602 s = 22 mm Test Equipment Tools and Fixtures Consumable Materials 76.30.00 Page 605 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS On pages 605 to 608 Manpower required (Manhours) Name of work Inspection of the LUN 3280-8 pressure switch of automatic feathering system Working procedures and technical requirements Further work Check Ž1, Ž2, Ž3 28 V/2 W bulbs T1 type KT 501 tyristor R1 resistance 1 k Re1, Re2, Re3 type TKE 53 relays D1, D2, D3 KY704 diodes Switch Pressure gauge, range up to 1.6 MPa, category of accuracy 0.6 % Pressure liquid source Socket Fig. 602 76.30.00 Page 606 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 3280-8 pressure switch of automatic feathering system Working procedures and technical requirements On pages 605 to 608 Manpower required (Manhours) Further work Check 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 0.025 MPa 0.05 MPa II nd level 0.020 MPa 0.04 MPa III rd level 0.025 MPa 0.05 MPa I st level 76.30.00 Page 607 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 3280-8 pressure switch of automatic feathering system Working procedures and technical requirements 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 M. 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 608 July 1, 2008 On pages 605 to 608 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Detection of faults - functioning failures of the system of integrated limiters Working procedures and technical requirements On pages 609 Manpower required (Manhours) Further work Check 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 609 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Verifying the LUN 5260.04 IELU fault Working procedures and technical requirements 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. 76.30.00 Page 610 July 1, 2008 On pages 610 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Checking the function of the system of automatic feathering and rolling Working procedures and technical requirements On pages 501 Manpower required (Manhours) Further work Check When checking the function of the system of automatic feathering and rolling, proceed in accordance with the airplane documentation. 76.40.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 76.40.00 Page 502 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 77 INSTRUMENTS FOR ENGINE MONITORING GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES 1 Aug 22, 2008 77 "RECORD OF REVISIONS" Page1 77 "REVIEW OF EFFECTIVE PAGES" Page 1 77.21.00 Page 403 4 Jan 18, 2013 77 "RECORD OF REVISIONS" Page1 77 "REVIEW OF EFFECTIVE PAGES" Page 1 77.55.00 Pages 1, 3 and 4 9 Nov 06, 2014 77 "RECORD OF REVISIONS" Page1 77 "REVIEW OF EFFECTIVE PAGES" Page 1 DATE OF INSERTION AND SIGNATURE 77 “CONTENTS” Page 1 77.11.00 Pages 1, 403, 404, 601 to 610 77 „RECORD OF REVISIONS“ Page 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 77 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 77 „Record of Revisions“ 77 „Review of Effective Pages“ 77 „Contents“ 77.00.00 77.10.00 77.11.00 77.13.00 Page Date 1 2 Nov 06, 2014 July 1, 2008 Section subsection point 77.15.00 1 2 Nov 06, 2014 July 1, 2008 1 2 Nov 06, 2014 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 1 2 Blank Nov 06, 2014 July 1, 2008 401 402 403 404 July 1, 2008 July 1, 2008 Nov 06, 2014 Nov 06, 2014 601 602 603 604 605 606 607 608 609 610 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 Nov 06, 2014 1 2 Blank July 1, 2008 July 1, 2008 77.20.00 Page Date 1 2 Blank July 1, 2008 July 1, 2008 401 402 403 404 405 406 407 408 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 501 502 503 504 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 77.21.00 77.22.00 1 2 Blank July 1, 2008 July 1, 2008 401 402 403 404 405 406 Blank July 1, 2008 July 1, 2008 Aug 22, 2008 July 1, 2008 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 501 502 July 1, 2008 July 1, 2008 77 „REVIEW OF EFFECTIVE PAGES“ Page 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 77.40.00 Page Date 1 2 Blank July 1, 2008 July 1, 2008 Section subsection point 77.51.00 201 July 1, 2008 202 Blank July 1, 2008 77.41.00 1 2 Blank 77.42.00 1 2 Blank 77.43.00 77.44.00 77.50.00 1 2 Blank July 1, 2008 July 1, 2008 401 402 July 1, 2008 July 1, 2008 1 2 Blank 77.52.00 July 1, 2008 July 1, 2008 401 July 1, 2008 402 Blank July 1, 2008 77.55.00 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 301 July 1, 2008 302 Blank July 1, 2008 77 „REVIEW OF EFFECTIVE PAGES“ Page 2 Jan 18, 2013 1001 1002 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 401 402 July 1, 2008 July 1, 2008 1 2 3 4 5 6 Jan 18, 2013 Jan 18, 2013 Jan 18, 2013 Jan 18, 2013 July 1, 2008 July 1, 2008 501 July 1, 2008 502 Blank July 1, 2008 201 July 1, 2008 202 Blank July 1, 2008 77.51.00 801 July 1, 2008 802 Blank July 1, 2008 401 July 1, 2008 402 Blank July 1, 2008 July 1, 2008 July 1, 2008 401 402 Date 901 July 1, 2008 902 Blank July 1, 2008 July 1, 2008 July 1, 2008 401 July 1, 2008 402 Blank July 1, 2008 Page 77.56.00 601 602 603 604 605 606 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 602 July 1, 2008 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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, LUN 1539.02-8 A TORQUE INDICATOR SET TORQUE 0 TO 120 % - Description and operation - LUN 1540.02-8 torquemeter pressure transmitter - replacement of - LUN 1539.02-8, LUN 1539.02-8 A Torque indicator replacement of - The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, LUN 1539.02-8 A indicator revision after 1000 hours - Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A 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 „CONTENTS“ Page 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - 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 77 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE MONITORING GENERAL DESCRIPTION AND OPERATION 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 – triple - fuel and oil pressure and oil monitoring 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 POWER MONITORING INSTRUMENTS 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 following technological instructions. Technological instructions for integrated speed transmitter replacement is given in section 72.10.00. 77.10.00 Page 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.10.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE LUN 1 5 4 0. 0 2 -8 a nd LUN 1 53 9 .02 -8 , LUN 1 53 9 .0 2 -8 A TO RQ UE I NDI C ATO R S E T TO RQ UE 0 TO 1 20 % DESCRIPTION AND OPERATION A torque indicator set that consists of the LUN 1540.02-8 transmitter and the LUN 1539.02-8, LUN 1539.02-8A 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 selfcompensating 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 1 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.11.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 401 to 402 Manpower required (Manhours) LUN 1540.02-8 torquemeter pressure transmitter replacement of 1.00 Working procedures and technical requirements 1. On pages Further work Check 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 Double ended spanner 11x12 mm Double ended spanner 14x17 mm Packing rings 8x12 ČSN 02 9310.3 - 8 pcs Binding wire 0.63 mm of stainless steel 17 246.4 - 0.5 m Double ended spanner 24x27 mm Spanner s=15 mm M601-9027.4 Nippers Test Equipment Tools and Fixtures Consumable Materials 77.11.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 1540.02-8 torquemeter pressure transmitter replacement of Working procedures and technical requirements 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 402 July 1, 2008 On pages 401 to 402 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 1539.02-8, LUN 1539.02-8 A Torque indicator replacement of Working procedures and technical requirements 1. On pages 403 to 404 Manpower required (Manhours) 0.33 Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 77.11.00 Page 403 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS LUN 1539.02-8, LUN 1539.02-8 A Torque indicator replacement of 0.33 Working procedures and technical requirements Further work 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 404 Nov 06, 2014 403 to 404 Manpower required (Manhours) Name of work 2. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, LUN 1539.02-8 A indicator revision after 1000 hours Working procedures and technical requirements 1. On pages 601 to 604 Manpower required (Manhours) Further work Check Remove the LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, 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 R 1 to R 5 resistance within 0.9 ± 0.3 Ω. Z 800 Testing set Flat pliers Double ended spanner 11x12 mm Double ended spanner 14x17 mm Double ended spanner 24x27 mm Binding wire dia 0.63 mm of stainless steel 17 246.4 Packing rings 8x12 ČSN 02 9310.3 - 8 pcs Approved engine oil Spanner s=15 mm M601-9027.4 Nippers Test Equipment Tools and Fixtures Consumable Materials 77.11.00 Page 601 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, LUN 1539.02-8 A indicator revision after 1000 hours Working procedures and technical requirements 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, LUN 1539.02-8 A 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 602 Nov 06, 2014 On pages 601 to 604 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, LUN 1539.02-8 A indicator revision after 1000 hours Working procedures and technical requirements 4. On pages 601 to 604 Manpower required (Manhours) Further work Check The LUN 1540.02-8 torque transmitter installation and the LUN 1539.02-8, LUN 1539.02-8 A 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 R 1 to R 5 resistance within 0.9 ± 0.3 Ω. 77.11.00 Page 603 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8, LUN 1539.02-8 A indicator revision after 1000 hours Working procedures and technical requirements On pages 601 to 604 Manpower required (Manhours) Further work Check WK 18036 Connector LUN1539.02-8, Red colour LUN 1539.02-8 A Indicator Source 36 V, 400 Hz 5 V DC Scale lighting Precise manometer LUN 1540.02-8 Transmitter WK 18036 Connector Metal colour Source of pressure fluid SCHEMATIC DIAGRAM OF TORQUE INDICATOR SET CONNECTION AT CALIBRATION/CHECKING Fig. 601 77.11.00 Page 604 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements On pages 605 to 610 Manpower required (Manhours) Further work Check 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). Test Equipment Tools and Fixtures Consumable Materials 77.11.00 Page 605 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements On pages 605 to 610 Manpower required (Manhours) Further work Check Position of the adjusting elements for indicator calibration Switch ring for rough pressure adjustment for torque of 100 % Ring fitted with slot for smooth precise pressure adjustment for torque of 100 % MPa/100 % Mk 0,97 0,96 0,98 0,99 1,00 1,01 0,95 U27 1,02 0,94 0,93 1,03 03 1 3 1 6 6 7 7 5 2 5 2 3 4 4 INDICATOR Rear view, i.e. from side of connectors after „CALIBRATION“ cover has been screwed off Fig. 602 77.11.00 Page 606 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements On pages 605 to 610 Manpower required (Manhours) Further work Check 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 607 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements On pages 605 to 610 Manpower required (Manhours) Further work Check TABLE OF CALIBRATION 1 MPa = 10.197 kg/cm2 1 kg/cm2 = 0.09806 MPa Set operational pressures Indicator scale (torque %) 0 10 20 30 40 50 60 70 80 90 100 106 110 120 Transmitter pressure (MPa) 1 1) Pressure (MPa) corresponding to set inaccuracy of 1 % 2 3 4 5 6 7 8 9 11 0 0.094 0.188 0.282 0.376 0.470 0.564 0.658 0.752 0.846 0.940 0.996 1.034 1.128 0 0.095 0.190 0.285 0.380 0.475 0.570 0.665 0.760 0.855 0.950 1.007 1.045 1.140 0 0.096 0.192 0.288 0.384 0.480 0.576 0.672 0.768 0.864 0.960 1.017 1.056 1.152 0 0.097 0.194 0.291 0.388 0.485 0.582 0.679 0.776 0.873 0.970 1.028 1.067 1.164 0 0.098 0.196 0.294 0.392 0.490 0.588 0.685 0.784 0.882 0.980 1.039 1.078 1.176 0 0.099 0.198 0.297 0.396 0.495 0.594 0.693 0.792 0.891 0.990 1.049 1.089 1.188 0 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000 1.060 1.100 1.200 0 0.101 0.202 0.303 0.404 0.505 0.606 0.707 0.808 0.909 1.010 1.070 1.111 1.212 0 0.102 0.204 0.306 0.408 0.510 0.612 0.714 0.816 0.918 1.020 1.081 1.122 1.224 0 0.103 0.206 0.309 0.412 0.515 0.618 0.721 0.824 0.927 1.030 1.092 1.133 1.236 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 608 Nov 06, 2014 10 0 0.093 0.186 0.279 0.372 0.465 0.548 0.651 0.744 0.837 0.930 0.985 1.023 1.116 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements On pages 605 to 610 Manpower required (Manhours) Further work Check 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: Set calibration record - completed by organization performing adjustment Consecutive Date No. Transmitter Pressure S/N corresponding to torque of 100 % (MPa) Set inaccuracy (%) Service hrs Indicator 0 20 40 60 80 Signature Transmitter 100 120 1 2 3 4 5 6 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. 77.11.00 Page 609 Nov 06, 2014 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 605 to 610 Name of work Manpower required (Manhours) Calibration of the torque indicator set: LUN 1539.02-8, LUN 1539.02-8 A torquemeter indicator/ /LUN 1540.02-8 torquemeter transmitter Working procedures and technical requirements Further work Check Allowable inaccuracy of the set transmitter/indicator while fed by operating voltage is shown in the following table: Indicator range Normal conditions Transmitter 0 to 80 °C Indicator 0 to 40 °C operating 80 to 109 % outside operating range 0 to 79 and 110 to 120 % 77.11.00 Page 610 Nov 06, 2014 OAT (°C) -55 Indicator +60 Transmitter +125 ±2% ±5% ±4% ± 3.5 % ±7% ±7% GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER S P EED T RANSM ITTER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.13.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.15.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work 401 to 403 Manpower required (Manhours) The LUN 1476-8 torque limiter pressure switch - replacement of Working procedures and technical requirements 1. On pages Further work Check 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 Packing rings 8x12 ČSN 02 9310.3 - 8 pcs Double ended spanner 11x12 Binding wire dia 0.63 mm mm of stainless steel 17 246.4 - 0.5m Double ended spanner 14x17 mm Double ended spanner 24x27 mm Spanner s=15 mm - M601-9027.4 Flat pliers Nippers Test Equipment Tools and Fixtures Consumable Materials 77.15.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1476-8 torque limiter pressure switch - replacement of Working procedures and technical requirements 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 402 July 1, 2008 On pages 401 to 403 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1476-8 torque limiter pressure switch - replacement of Working procedures and technical requirements On pages 401 to 403 Manpower required (Manhours) Further work Check 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. 2.6 Lock all connections. 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 403 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 404 to 408 Manpower required (Manhours) Adjustment of the LUN 1476-8 pressure switch Working procedures and technical requirements Further work Check 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 Double ended spanner Washer 5.5x7 mm 5.2 ONL 3288.2 - 2 pcs Double ended spanner 11x12 Washer 4.2 LMN 3290 - 1pc mm Binding wire dia 0.63 mm Double ended spanner of stainless steel 17 246.4 8x9 mm Spanner s=15 mm - M601-9027.4 Test Equipment 77.15.00 Page 404 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the LUN 1476-8 pressure switch Working procedures and technical requirements On pages 404 to 408 Manpower required (Manhours) Further work Check 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 405 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the LUN 1476-8 pressure switch Working procedures and technical requirements 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: Level Ambient temperature 0 to 80 °C -60 °C, +100 °C I, II 1.5.2 ± 0.025 MPa ± 0.05 MPa 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. 77.15.00 Page 406 July 1, 2008 On pages 404 to 408 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the LUN 1476-8 pressure switch Working procedures and technical requirements On pages 404 to 408 Manpower required (Manhours) Further work Check Terminal Switch Precise manometer Source of pressure fluid R1, R2 Ž1, Ž2 R1, R2, R6 R3, R4 D1, D2 T1, T2 R5 R7 T3 ZD LUN 2621.42 relay lamp 28 V resistor 1 k resistor 2.4 k diode KY 704-705 transistor KF 506 (KFY 46) resistor 750 resistor 6.8 k transistor KFY 18 zenner diode KZ 260/10 V DIAGRAM OF THE TEST BENCH FOR ADJUSTMENT AND CHECK OF THE SWITCHES Fig. 401 77.15.00 Page 407 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Adjustment of the LUN 1476-8 pressure switch Working procedures and technical requirements Adjusting elements Adjusting lever for setting of second level contact closing Adjusting lever for setting of first level contact closing 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 77.15.00 Page 408 July 1, 2008 On pages 404 to 408 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 501 to 504 Manpower required (Manhours) Check on adjustment of torque channel Working procedures and technical requirements Further work Check 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 Washer 5.2 ONL 3288.2 - 2 pcs Double ended spanner 8x9 mm Washer 4.2 LMN 3290 - 1pc Binding wire dia 0.63 mm Double ended spanner 11x12 of stainless steel 17 246.4 mm Spanner s=15 mm Test Equipment Tools and Fixtures Consumable Materials 77.15.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further work 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 502 July 1, 2008 501 to 504 Manpower required (Manhours) Check on adjustment of torque channel 2. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on adjustment of torque channel Working procedures and technical requirements 3. On pages 501 to 504 Manpower required (Manhours) Further work Check 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on adjustment of torque channel Working procedures and technical requirements 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. M601840.6. 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. 77.15.00 Page 504 July 1, 2008 On pages 501 to 504 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TEMPERATURE MEASURING INSTRUMENTS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.20.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TEMPERATURE MEASURING INSTRUMENTS 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 77.20.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.21.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 401 to 405 Name of work Manpower required (Manhours) Interturbine temperature transmitter The LUN 1377-8 thermocouples - replacement of Working procedures and technical requirements 1. Further work Check 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. Double ended spanner Bending washer 5.5 x 7 mm 5.2 ONL 3288.2 - 18 pcs Double ended spanner 8 x 9 mm Pipe wrench 7 mm Pipe wrench 8 mm Double ended spanner 9 x 10 mm Caulking chisel Screwdriver Test Equipment Tools and Fixtures Consumable Materials 77.21.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Interturbine temperature transmitter On pages 401 to 405 Manpower required (Manhours) The LUN 1377-8 thermocouples - replacement of Working procedures and technical requirements 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 k. It is measured at 100 V (DC) using e.g. the Megmet. 77.21.00 Page 402 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Interturbine temperature transmitter On pages 401 to 405 Manpower required (Manhours) The LUN 1377-8 thermocouples - replacement of Working procedures and technical requirements Further work Check 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 R 2.5 is to be within 0.7 to 1.1 . 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 . 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 k at normal ambient temperature and at relative humidity of 30 to 80 %. 3.6 Remove thermocouples and carry out visual inspection of the thermocouples bushing nut using magnifier with 4 to 6x magnification. Releasing/angular displacement (per locking punch) is not allowed. In case of missing bushing nut contact immediately engine manufacturer GE AVIATION CZECH s.r.o. (For full address see Chapter Introduction, page 4) 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 403 Aug 22, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Interturbine temperature transmitter On pages 401 to 405 Manpower required (Manhours) The LUN 1377-8 thermocouples - replacement of Working procedures and technical requirements 4. REPLACEMENT OF TEMPERATURE TRANSMITTERS AND BUS BARS (HARNESS) 4.1 Faulty transmitters are replaced by new ones. 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 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 404 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 401 to 405 Manpower required (Manhours) Interturbine temperature transmitter The LUN 1377-8 thermocouples - replacement of Working procedures and technical requirements Further work Check LUN 1370.02-8 Indicator ALUMEL Lighting 5V CHROMEL RCEJCH. Resistor RCEJCH. The LUN 1377-8 thermocouples DIAGRAM OF THE CONNECTOR PLUG OF THE COMPENSATING LINE AND OF THERMOCOUPLES WIRING Fig. 401 77.21.00 Page 405 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.21.00 Page 406 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL THERMOMETER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.22.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 1358-8 electric resistance thermometer transmitter replacement of Working procedures and technical requirements 1. On pages 401 to 402 Manpower required (Manhours) 0.33 Further work Check 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 Binding wire dia 0.63 mm of stainless steel 17 246.4 - 0.5 m Nippers Spanner s=19 mm Test Equipment Tools and Fixtures Consumable Materials 77.22.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 1358-8 electric resistance thermometer transmitter replacement of Working procedures and technical requirements 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 402 July 1, 2008 On pages 401 to 402 Manpower required (Manhours) 0.33 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 1358-8 electric resistance thermometer transmitter Working procedures and technical requirements On pages 501 to 502 Manpower required (Manhours) Further work Check Inspection after 900 30 hours in operation through check of inaccuracy of transmitter and insulation resistance This inspection is carried out on the transmitter installed on engine. 1. Transmitter inaccuracy check. Remove the coupling nut from socket 774.24-8, unscrew the socket and pull the socket out from thermometer transmitter. Measurement of winding resistance provides only informative value. The check is carried out on the instrument’s plug after engine cooling down at ambient temperature with aid of Wheatstone bridge according to values in the following table: Ambient temperature (°C) -30 -20 -10 0 10 20 30 40 Transmitter resistance (Ohm) 79.8 83.0 86.4 90.1 93.6 97.2 100.9 104.7 Thermometer 100 °C 0.1 Connecting cable Megmet (100 V DC) insulation tester Wheatstone bridge Test Equipment Tools and Fixtures Consumable Materials 77.22.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Inspection of the LUN 1358-8 electric resistance thermometer transmitter Working procedures and technical requirements 2. Insulation resistance check. a) Remove the coupling nut from socket 774.24-8, unscrew the socket and pull the socket out from thermometer transmitter. b) Using Megmet insulation tester (100 V DC) the insulation resistance of socket/plug connection of the instrument is measured. The socket/plug contacts are short-circuited and insulation resistance between them and the case of the transmitter is measured. Under normal conditions the insulation resistance should be 20 M minimum. 3. If the measured values exceed the allowed tolerance the transmitter must be scrapped. 77.22.00 Page 502 July 1, 2008 On pages 501 to 502 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 PRESSURE MONITORING INSTRUMENTS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.40.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 PRESSURE MONITORING INSTRUMENTS 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.40.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.41.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of Working procedures and technical requirements On pages 401 Manpower required (Manhours) 0.50 Further work Check Replacement of the fuel pressure transmitter, is performed according to instructions given by the airplane manufacturer. Test Equipment Tools and Fixtures Consumable Materials 77.41.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.41.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.42.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of Working procedures and technical requirements On pages 401 Manpower required (Manhours) 0.50 Further work Check Replacement of the oil pressure transmitter is performed according to the instructions given by the airplane manufacturer. Test Equipment Tools and Fixtures Consumable Materials 77.42.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.42.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 1.25K LUN 1469.32-8 PRESSURE SWITCH DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.43.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the 1.25K LUN 1469.32-8 pressure switch (minimum oil pressure signaller) Working procedures and technical requirements 1. On pages 401 to 402 Manpower required (Manhours) 1.50 Further work Check 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 Double ended spanner 11x12 mm Packing rings 8x12 ČSN 02 9310.3 - 2 pcs Binding wire dia 0.63 mm Double ended spanner 14x17 of stainless steel 17 246.4 mm Spanner s=15 mm M601-9027.4 Nippers Test Equipment Tools and Fixtures Consumable Materials 77.43.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Replacement of the 1.25K LUN 1469.32-8 pressure switch (minimum oil pressure signaller) Working procedures and technical requirements 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. 77.43.00 Page 402 July 1, 2008 On pages 401 to 402 Manpower required (Manhours) 1.50 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.44.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1581-8 minimum oil level signaller - replacement of Working procedures and technical requirements 1. On pages 401 to 402 Manpower required (Manhours) Further work Check 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 Double ended spanner Washer 5.2 LMN 3290 - 5 pcs 8x9 mm Test Equipment Tools and Fixtures Consumable Materials 77.44.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 1581-8 minimum oil level signaller - replacement of Working procedures and technical requirements 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. 77.44.00 Page 402 July 1, 2008 On pages 401 to 402 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CRITICAL PARAMETERS LIMITING INSTRUMENTS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.50.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CRITICAL PARAMETERS LIMITING INSTRUMENTS 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 201 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.50.00 Page 202 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.51.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing Working procedures and technical requirements On pages 301 Manpower required (Manhours) Further work Check 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. Test Equipment Tools and Fixtures Consumable Materials 77.51.00 Page 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.51.00 Page 302 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of Working procedures and technical requirements Current repairs On pages 801 Manpower required (Manhours) Further work Check See Can be performed provided the seals remain intact. If the page 101 instrument seal is removed only personnel by the manufacturer or approved service center are authorized to realize the repairs. Test Equipment Tools and Fixtures Consumable Materials 77.51.00 Page 801 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.51.00 Page 802 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT 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 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.51.00 Page 902 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT INSTRUMENTS T RANSPO RTATION 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 1001 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 77.51.00 Page 1002 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER FEATHERING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.52.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 3280-8 automatic propeller feathering pressure switch - replacement of Working procedures and technical requirements 1. On pages 401 to 402 Manpower required (Manhours) 1.00 Further work Check 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 Packing rings mm 8x12 ČSN 02 9310.3 - 8 pcs Double ended spanner 14x17 Binding wire dia 0.63 mm mm of stainless steel 17 246.6 Double ended spanner 24x27 - 0.5 m mm Spanner s=15 mm M601-9027.4 Nippers Flat pliers Test Equipment Tools and Fixtures Consumable Materials 77.52.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 3280-8 automatic propeller feathering pressure switch - replacement of Working procedures and technical requirements 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. 2.6 Lock all connections. 77.52.00 Page 402 July 1, 2008 On pages 401 to 402 Manpower required (Manhours) 1.00 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT (IELU) DESCRIPTION AND OPERATION 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 6590.51-8 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 6590.51-8 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 fnG fnV U ITT UMk + LUN 6590.XX voltag e LUN 5260.XX - „K“ Indication of parameter exceeding BLOCK DIAGRAM OF THE IELU IN THE ENGINE CONTROL SYSTEM Fig. 1 77.55.00 Page 2 July 1, 2008 28 V GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 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 3 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 6590.51-8 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 4 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 „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 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 5260.04 integrated electronic limiter unit - removal and installation of Working procedures and technical requirements On pages 401 Manpower required (Manhours) 1.00 Further work Check 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. Test Equipment Tools and Fixtures Consumable Materials 77.55.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.55.00 Page 402 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work The LUN 5260.04 integrated electronic limiter unit, adjustment and testing Working procedures and technical requirements On pages 501 Manpower required (Manhours) 1.00 Further work Check 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 Test Equipment Tools and Fixtures Consumable Materials 77.55.00 Page 501 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 77.55.00 Page 502 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Integrated electronic limiter unit check using the „TEST“ circuit Working procedures and technical requirements 1. On pages 601 to 604 Manpower required (Manhours) 1.00 Further work Check 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. Test Equipment Tools and Fixtures Consumable Materials 77.55.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Integrated electronic limiter unit check using the „TEST“ circuit Working procedures and technical requirements 2. On pages 601 to 604 Manpower required (Manhours) 1.00 Further work 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 Replacement of signalling light must be switched on at generator speed 81 LUN 1333.12-8 to 86 %. 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 602 July 1, 2008 or LUN 5260.04 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Integrated electronic limiter unit check using the „TEST“ circuit Working procedures and technical requirements 3. On pages 601 to 604 Manpower required (Manhours) 1.00 Further work Check 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 Replacement of lamp must be switched on at the propeller speed in the LUN 1333.12-8 range of 1544 to 1640 r.p.m. 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 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Integrated electronic limiter unit check using the „TEST“ circuit Working procedures and technical requirements 4. On pages 601 to 604 Manpower required (Manhours) 1.00 Further work 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 LUN 5260.04 signal of the signalling lamp „PARAMETER EXCEEDING“ in replacement the range of Mk = 65 to 75 %. 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 604 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the Integrated Electronic Limiter Unit Working procedures and technical requirements 1. On pages 605 to 606 Manpower required (Manhours) Further work Check 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. Test Equipment Tools and Fixtures Consumable Materials 77.55.00 Page 605 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check on operation of the Integrated Electronic Limiter Unit Working procedures and technical requirements 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, interturbine temperature and torque are admitted. 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 77.55.00 Page 606 July 1, 2008 605 to 606 Manpower required (Manhours) Further work CAUTION: NOTE: At On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MAINTENANCE PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 5223 generator speed derivative element - check of Working procedures and technical requirements On pages 601 to 602 Manpower required (Manhours) Further work Check 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. Test Equipment Tools and Fixtures Consumable Materials 77.56.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MAINTENANCE PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work LUN 5223 generator speed derivative element - check of Working procedures and technical requirements 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 accordance intervention. 77.56.00 Page 602 July 1, 2008 with the derivative 601 to 602 Manpower required (Manhours) Further work 8. Release the push-buttons „IELU“ and „TEST“ and switch in On pages element Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 78 EXHAUST SYSTEM GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 78 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 78 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 July 1, 2008 2 July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 1 July 1, 2008 2 Blank July 1, 2008 101 July 1, 2008 Section subsection point Page Date 78 „Record of Revisions“ 78 „Review of Effective Pages“ 78 „Contents“ 78.10.00 102 Blank July 1, 2008 401 July 1, 2008 402 July 1, 2008 601 July 1, 2008 602 Blank July 1, 2008 801 July 1, 2008 802 July 1, 2008 803 July 1, 2008 804 Blank July 1, 2008 78 „REVIEW OF EFFECTIVE PAGES“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 EXHAUST NOZZLES DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78.10.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 EXHAUST NOZZLES TROUBLESHOOTING Con. No. Trouble Probable cause Remedy 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78.10.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS 401 to 402 Manpower required (Manhours) Name of work Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7 Working procedures and technical requirements 1. On pages Further work Check 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 M601-467.7 NOZZLES INSERT REMOVAL MUST THE 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 Lock washers 6.2 ONL 3288.2 - 8 pcs M 601-9026.4 Screwdriver Flat-box or side spanner s=9 mm Test Equipment Tools and Fixtures Consumable Materials 78.10.00 Page 401 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Exhaust nozzle-replacement of - left M601-418.7 - right M601-419.7 Working procedures and technical requirements Further work 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 402 July 1, 2008 401 to 402 Manpower required (Manhours) Name of work 2. On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Exhaust nozzle-visual inspection On pages 601 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work Check 1. Check visually the exhaust nozzle shell for cracks and See TI deformation. 78.10.00 Pages 801 to 802 2. Check locking of nozzle fastening bolts. See TI 78.10.00 Page 101 Test Equipment Tools and Fixtures Consumable Materials 78.10.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78.10.00 Page 602 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Exhaust nozzle repair On pages 801 to 802 Manpower required (Manhours) 1.5 Working procedures and technical requirements 1. Remove the damaged exhaust nozzle. Further work Check 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 1.5 mm dia drill Kit for dye penetrate inspection Test Equipment Tools and Fixtures Consumable Materials 78.10.00 Page 801 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Exhaust nozzle repair On pages 801 to 802 Manpower required (Manhours) 1.5 Working procedures and technical requirements 3.1 Further work 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 802 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Welding of exhaust nozzle cracks On pages 803 Manpower required (Manhours) 0.3 Working procedures and technical requirements Further work Check 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 Test Equipment Welding apparatus Tools and Fixtures Consumable Materials 78.10.00 Page 803 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 78.10.00 Page 804 July 1, 2008 79 LUBRICATION SYSTEM THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 2 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Sep 17, 2010 79 “RECORD OF REVISIONS”, Page 1 79 “REVIEW OF EFFECTIVE PAGES” Page 1 79 “CONTENTS”, Page 1 79.50.00, Page 308, 309, 310 4 Jan 18, 2013 79 “RECORD OF REVISIONS”, Page 1 79 “REVIEW OF EFFECTIVE PAGES” Page 1 79.50.00, Page 303 and 304 5 Jul 31,2013 79 “RECORD OF REVISIONS”, Page 1 79 “REVIEW OF EFFECTIVE PAGES” Page 1 79.10.00, Page 603 14 Jun 29, 2018 79 “RECORD OF REVISIONS”, Page 1 79 “REVIEW OF EFFECTIVE PAGES”, Page 1 79.10.00, Page 609 79 „RECORD OF REVISIONS“ Page 1 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 79 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 79 „Record of Revisions“ Page Date Jun 29, 2018 July 1, 2008 1 2 Blank Jun 29, 2018 July 1, 2008 1 2 Blank Sep 17, 2010 July 1, 2008 79.00.00 1 2 July 1, 2008 July 1, 2008 79.10.00 1 2 3 4 5 6 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 79 „Contents“ Page Date 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 601 602 603 604 605 606 607 608 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 79.30.00 1 2 July 1, 2008 July 1, 2008 79.40.00 1 2 Blank July 1, 2008 July 1, 2008 79.50.00 1 2 July 1, 2008 July 1, 2008 301 302 303 304 305 306 307 308 309 310 Blank July 1, 2008 July 1, 2008 Jan 18, 2013 Jan 18, 2013 July 1, 2008 July 1, 2008 July 1, 2008 Sep 17, 2010 Sep 17, 2010 Sep 17, 2010 79.20.00 1 2 79 „Review of Effective Pages“ Section subsection point 101 July 1, 2008 102 Blank July 1, 2008 601 602 603 604 605 606 607 608 609 610 Blank July 1, 2008 July 1, 2008 Jul 31, 2013 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Jun 29, 2018 July 1, 2008 79 „REVIEW OF EFFECTIVE PAGES“ Page 1 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 79 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CO NT E NT S 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 - Oil replacement – the replacement of the oil for the oil of different brand 79 „CONTENTS“ Page 1 Sep 17, 2010 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 79 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 - Oil replacement – the replacement of the oil for the oil of different brand 79 „CONTENTS“ Page 1 Sep 17, 2010 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUBRICATION SYSTEM DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 79.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ENGINE LUBRICATION SYSTEM DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUBRICATION SYSTEM DIAGRAM Fig. 1 79.10.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 pump 6 - 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 5 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.10.00 Page 6 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. Con. No. Trouble 1. Low oil pressure Probable cause 1) Faulty oil pressure transmitter or indicator 2) Clogged oil filter Remedy 1) Check the wiring and instruments; replace failed instrument 2) Change the oil filter cartridge 2. Oil at the compressor air bleed valve outlet Damaged sealing rings on Replace the sealing ring the starter/generator drive shaft, auxiliary drive shaft or on the speed transmitter. Damaged oil system Tighten oil installation sealing in the engine inlet duct. 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 2) Check protective scavenging system strainers in the return-oil manifold and function of return pumps. 6. Increased oil consumption 1) Oil leaks in the pressure 1) Find the leakage and branch joints repair it. 2) Oil system is overfilled 2) Check the oil level 3) Labyrinth seal is 3) Check thoroughly for damaged other causes of increased oil consumption - otherwise hand the engine over to the manufacturer. 79.10.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.10.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 605 Manpower required (Manhours) Engine magnetic plugs - check Working procedures and technical requirements Further work Generally: Check See Page101 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. Flat pliers „O“ ring LN 5096 Oil vessel 1 litre and 5 litres Lock washer with the sieve 5.2 LMN 3240 - 2 pcs Spanners s=8; 22; 27 mm Sealing ring Cutting nippers Caulking chisel Hammer Screwdriver 14x18 ÈSN 02 9310.3 Clean rag Engine oil Binding wire dia 0.63 mm of 17 246.4 stainless steel Hook M601-9028.7 Test Equipment Tools and Fixtures - 0.4 m Consumable Materials 79.10.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine magnetic plugs - check Working procedures and technical requirements 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 ÈSN 02 9310.3 back and secure with binding wire. 79.10.00 Page 602 July 1, 2008 On pages 601 to 605 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine magnetic plugs - check Working procedures and technical requirements 2. On pages 601 to 605 Manpower required (Manhours) Further work Check 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.Inspect oil space in Accessory Gearbox for presence of metal chips or foreign objects. 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 ÈSN 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 603 July 31, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine magnetic plugs - check Working procedures and technical requirements 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 604 July 1, 2008 On pages 601 to 605 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine magnetic plugs - check Working procedures and technical requirements 4. On pages 601 to 605 Manpower required (Manhours) Further work Check 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 ÈSN 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 ÈSN 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 605 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 606 to 609 Manpower required (Manhours) Cleaning and replacement of the oil filter cartridge. Evaluation of the retained metal abrasive wear. Working procedures and technical requirements Further work Check 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 Oil filter cartridge M601-529.7 Binding wire dia 0.63 mm of 17 246.4 stainless steel M601-919.4 ratchet Hook M601-5028.7 Test Equipment 79.10.00 Page 606 July 1, 2008 Tools and Fixtures - 0.5 m Clean rag Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Cleaning and replacement of the oil filter cartridge. On pages 606 to 609 Manpower required (Manhours) Evaluation of the retained metal abrasive wear. Working procedures and technical requirements Further work Check 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 607 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 606 to 609 Manpower required (Manhours) Cleaning and replacement of the oil filter cartridge. Evaluation of the retained metal abrasive wear. Working procedures and technical requirements Further 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 608 July 1, 2008 Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Cleaning and replacement of the oil filter cartridge. On pages 606 to 609 Manpower required (Manhours) Evaluation of the retained metal abrasive wear. Working procedures and technical requirements Further work Check 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 been 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. Recommended is the propeller maintenance due to risk of oil contamination by metal chips. 79.10.00 Page 609 Jun 29, 2018 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.10.00 Page 610 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUBRICATION SYSTEM MANIFOLDS 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.20.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 601 to 604 Manpower required (Manhours) Lubrication system-check on tightness 0.33 Working procedures and technical requirements Further work Check 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 Clean rag lamp Test Equipment Tools and Fixtures Consumable Materials 79.20.00 Page 601 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Lubrication system-check on tightness On pages 601 to 604 Manpower required (Manhours) 0.33 Working procedures and technical requirements 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 602 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Lubrication system-check on tightness On pages 601 to 604 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work Check - 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 603 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Lubrication system-check on tightness On pages 601 to 604 Manpower required (Manhours) 0.33 Working procedures and technical requirements Fig. 601 79.20.00 Page 604 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 605 to 607 Manpower required (Manhours) Engine and accessories - check on tightness 0.33 Working procedures and technical requirements Further work 1. Check the propeller shaft and propeller channels visually on See tightness. Leakage - if any - appears at the propeller shaft Check Page 101 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. Torch or portable light Test Equipment Tools and Fixtures Clean rag Consumable Materials 79.20.00 Page 605 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine and accessories - check on tightness On pages 605 to 607 Manpower required (Manhours) 0.33 Working procedures and technical requirements 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 606 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine and accessories - check on tightness On pages 605 to 607 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work Check Fig. 602 79.20.00 Page 607 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.20.00 Page 608 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 MONITORING INSTRUMENTS DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. 79.30.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LUBRICATION SYSTEM ADJUSTMENT DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.40.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 OIL FILTERING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 301 to 302 Manpower required (Manhours) Oil quantity check, oil replenishment 1.00 Working procedures and technical requirements 1. Further work Check See Oil quantity check following the engine shut-down 1.1 After 10 to 15 minutes following the engine shutdown, take Page 101 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. Test Equipment Screwdriver Clean rag Funnel from the aircraft tool Oil in compliance with set or an oil syringe Airplane Flight Manual Tools and Fixtures Consumable Materials 79.50.00 Page 301 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Oil quantity check, oil replenishment On pages 301 to 302 Manpower required (Manhours) 1.00 Working procedures and technical requirements 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 302 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Filling the engine with oil, lubrication system de-aerating On pages 303 to 304 Manpower required (Manhours) 0.5 Working procedures and technical requirements Further work Check 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. 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. 5. Switch on dry motoring run switch and let the engine rotate for the whole 20 sec cycle so as to flood and de-aerate the torque transmitters and the min. oil pressure transmitter manifolds. Spanner 15 M601-9027.4 Clean rag Oil funnel from the airplane Oil in compliance with set Airplane Flight Manual Cutting pliers Binding wire dia 0.63 mm Flat-nosed pliers of 17 246.4 stainless steel - 0.8 m Test Equipment Tools and Fixtures Consumable Materials 79.50.00 Page 303 Jan 18, 2013 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Filling the engine with oil, lubrication system de-aerating On pages 303 to 304 Manpower required (Manhours) 0.5 Working procedures and technical requirements 6. 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 5. 7. 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. 8. Remove the oil-soaked rags. Wipe the oil remaining on the engine with a clean rag. 9. Open the oil tank fill port again and put the funnel hose inside. 10. 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. 11. Remove the funnel hose from the tank fill port and close the tank. 12. Perform the engine test. Feather and unfeather the engine three times during the engine test. Shut-down the engine after the last fathering (Refer to Chapter 80-00-00, Page 512-513). After 15 min., check the oil level and refill to the required amount, where appropriate (Refer to Chapter 79.50.00, Page 301). 79.50.00 Page 304 Jan 18, 2013 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 305 to 307 Manpower required (Manhours) Engine oil discharging 0.33 Working procedures and technical requirements Further work Generally: There are five plugs for oil drainage - in the oil tank, in See the reduction gearbox, in the accessory gearbox, in Check Page 101 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. Drain plug screw adapter M601-9020.7 Clean rag Binding wire dia 0.63 mm Drain pipe extension of 17 246.4 stainless steel M601-903.7 - 0.3 m Cutting pliers Flat-nosed pliers Spanners: s=22; 24; 27 mm Oil canister of 8 litres capacity Test Equipment Tools and Fixtures Consumable Materials 79.50.00 Page 305 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine oil discharging On pages 305 to 307 Manpower required (Manhours) 0.33 Working procedures and technical requirements 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 306 July 1, 2008 Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine oil discharging On pages 305 to 307 Manpower required (Manhours) 0.33 Working procedures and technical requirements Further work Check 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 307 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Oil replacement –the replacement of the oil for the oil of different brand Working procedures and technical requirements 1. Basic information 1.1 The oil system of WALTER M601 engine can be filled only by lubrication oils approved for flight operation, as presented in the Operation Manual. 1.2 AERO SHELL TURBINE OIL 500 and AERO SHELL TURBINE 560 can be mixed in arbitrary ratio. That is why the engine oil tank can be replenished by one of the specified oil brand without oil system flushing. 1.3 Do not mix others oils specified in the Operation Manual, especially when produced by different manufacturers. As far as it is necessary to replace the oil for oil of different brand, proceed as specified in Para 2, “Oil system flushing”. 1.4 If two parts of the oil system from the triad: engine–oil cooler– propeller are replaced with remainders of different oils, the oil system flushing is necessary before further flight operation. 1.5 If the appliances or the aggregates filled with the different oil brand are replaced, it is sufficient to replenish them with the same oil brand, as filled in the oil system. 1.6 The oil system parts through which the oil does not circulate (e.g. the oil supply manifold, the compartment of the oil pressure sensors) cannot be refilled during the oil system replacement. Therefore the quantity of oil in these parts must be considered from the point of view of the oil system total inner volume. 10% of different oil brand can remain in the oil system without any harm to the engine. 79.50.00 Page 308 Sep 17, 2010 On pages 308 to 309 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Oil replacement –the replacement of the oil for the oil of different brand Working procedures and technical requirements On pages 308 to 309 Manpower required (Manhours) Further work Check 2. Oil system flushing 2.1 Drain oil from the oil system (ref. 79.50.00, pages 305-307) 2.2 Fill up the engine oil tank with the 7litres of the new brand of oil, carry out the dry motoring run and refill the engine oil tank with the new brand of oil up to the 5.5 litre mark (ref. 79.50.00, pages 303 and 304) 2.3 Start the engine and run at generator speed nG=70% for approximately 10 minutes. 2.4 Drain oil from the oil system (ref. 79.50.00, pages 305-307). 2.5 Fill up the engine oil tank with the new brand of oil up to 7litre mark (ref. 79.50.00, pages 303 and 304) 2.6 Carry out the dry motoring run (for app. 20second) 2.7 Refill the engine oil tank up to 7litre mark. 3. Oil replacement record 3.1 Record the oil replacement performed, the type of the replaced brand of oil and the type of the new brand of oil in the Engine Log Book, chapter IV (Engine Operation Log). 79.50.00 Page 309 Sep 17, 2010 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 79.50.00 Page 310 Sep 17, 2010 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 80 STARTING THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. 8 BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE Mar 14, 2014 80 RECORD OF REVISIONS, Page 1 80 REVIEW OF EFFECTIVE PAGES, Page 1 80 80.11.00, Pages 503, 504 15 Feb 28, 2020 RECORD OF REVISION Page 1 REVIEW OF EFFECTIVE PAGES PAGE 1 CONTENTS Page 1 80.11.00 Pages 401, 402, 402, 403, 404, 501, 502, 503, 504, 505, 506, 507, 508. 80 „RECORD OF REVISIONS“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 80 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point 80 „Record of Revisions“ 80 „Review of Effective Pages“ 80 „Contents“ 80.00.00 Page Date 1 2 Feb 28, 2020 July 1, 2008 1 2 Feb 28, 2020 July 1, 2008 1 2 Blank Feb 28, 2020 July 1, 2008 1 2 3 4 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 101 102 July 1, 2008 July 1, 2008 501 502 503 504 505 506 507 508 509 510 511 512 513 514 515 516 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 Section subsection point Page Date 80.10.00 1 2 Blank July 1, 2008 July 1, 2008 80.11.00 1 2 Blank July 1, 2008 July 1, 2008 101 July 1, 2008 102 Blank July 1, 2008 401 402 403 404 Blank 405 406 Blank Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 DELETED DELETED 501 502 503 504 505 506 507 508 Blank Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 Feb 28, 2020 801 802 803 804 805 806 807 808 809 810 Blank 811/812 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 80 „REVIEW OF EFFECTIVE PAGES“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Section subsection point 80.12.00 Page Date 1 2 3 4 201 202 401 801 901 902 903 904 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 80 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 Section subsection point Page Date GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CO NT E NT S 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 - Removal/Installation - Adjustment/Test - Inspection/Check - Approved Repairs - Repair of commutator - Balancing of rotor - Armature installation 80.12.00 Starter - generator APC 250SG125Q - Description - Leading Particulars - Periodic Inspections - Installation on the engine - Bulletins APC 80 „CONTENTS“ Page 1 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTING SYSTEM GENERAL DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: I - Supply of fuel pressurized to 0.07 MPa II - Supply of fuel pressurized to 0.15 MPa III - Supply of fuel pressurized to 0.75 to 1.2 MPa IV - 28 V DC power supply V - 2.1 kV DC power supply 1 - Combustion chamber 2 - Torch igniters 3 - Fuel distributor 4 - Fuel pump 5 - Fuel pump electromagnetic valve 6 - Fuel control unit 7 - Starting panel 8 - Low voltage igniter coils 9 - Spark plugs 10 - Circuit breaker 11 - Starter/generator acting as a starter STARTING SYSTEM WITH LUN 2201.03-8. DIAGRAM OF WIRING AND FUEL SUPPLY SYSTEM Fig. 1 80.00.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Legend: I - Supply of fuel pressurized to 0.07 MPa II - Supply of fuel pressurized to 0.15 MPa III - Supply of fuel pressurized to 0.75 to 1.2 MPa IV - 28 V DC power supply V - Spark igniter power supply 1 - Combustion chamber 2 - Torch igniters 3 - Fuel distributor 4 - Fuel pump 5 - Fuel pump electromagnetic valve 6 - Fuel control unit 7 - Starting panel 8 - UNISON ignition exciter 9 - Spark igniters 10 - Circuit breaker 11 - Starter/generator acting as a starter STARTING SYSTEM WITH UNISON EXCITER – SCHEMATIC DIAGRAM Fig. 2 80.00.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTING SYSTEM TROUBLESHOOTING Con. No. 1. 2. Trouble The starter/generator fails to rotate Too low speed for starting Probable cause Remedy 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 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 3) Replace the starter/generator – soiled armature 3. Fuel in the combustion chamber fails to ignite – shortened coil – too short brushes 1) No sparks on plugs – insufficient sparks replace brushes 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 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Con. No. Trouble Probable cause 2) The torch igniter failure 4. 5. Remedy 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 1) Defective Integrated 1a) Check the IELU ITT permanently over electronic limiter unit function, see 650 °C - or steep (IELU) Technological temperature rise to Instructions in Section maximum value of 700 °C 80.00.00, to 735 °C that could cause pages 508 to 511 the overtemperature 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 2a) Check fuel shut off fuel control unit valve of the FCU (no dripping is permitted) 3) Mismatched starting unit 3a) Adjust elements No. elements in the fuel control 50 and 41 as specified unit in Technological Instructions 73.21.00, pages 502 to 507. Remove the Gas generator rpm Frozen condensate in the air condensate from the sticking at low supplying manifold between manifold; warm it up; atmospheric temperatures compressor and the starting either as installed or control system after its removal 80.00.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 501 to 507 Name of work Manpower required (Manhours) Engine starting at periodic inspections Working procedures and technical requirements Further work The engine can be started using an external power supply or See aircraft batteries. When the starter/generator is energized by an page 101 Check external power supply the voltage in the aircraft electric system must not decrease under 20 V. Start the engine energized by aircraft batteries only when external power supply is not available. 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. External power supply of 28 V Test Equipment Tools and Fixtures Consumable Materials 80.00.00 Page 501 Jun 14, 2007 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine starting at periodic inspections Working procedures and technical requirements 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 502 July 1, 2008 On pages 501 to 507 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 501 to 507 Manpower required (Manhours) Engine starting at periodic inspections Working procedures and technical requirements Further work Check 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 503 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further 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 CONTROL GENERATOR SPEED LEVER UNTIL STARTS TO GAS RISE SMOOTHLY. ONCE THE GAS GENERATOR SPEED STARTS TO RISE PUT THE LEVER TO IDLING POSITION IMMEDIATELY. 80.00.00 Page 504 July 1, 2008 501 to 507 Manpower required (Manhours) Engine starting at periodic inspections ENGINE On pages Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine starting at periodic inspections Working procedures and technical requirements On pages 501 to 507 Manpower required (Manhours) Further work Check 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 505 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Working procedures and technical requirements Further 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 ONE HOUR COOLING DOWN. 80.00.00 Page 506 July 1, 2008 IS OBLIGATORY 501 to 507 Manpower required (Manhours) Engine starting at periodic inspections OF On pages FOR Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Engine starting at periodic inspections Working procedures and technical requirements On pages 501 to 507 Manpower required (Manhours) Further work Check 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 507 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU) Working procedures and technical requirements On pages 508 to 511 Manpower required (Manhours) Further work Check 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. Test Equipment 80.00.00 Page 508 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 On pages TECHNOLOGICAL INSTRUCTIONS 508 to 511 Name of work Manpower required (Manhours) Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU) Working procedures and technical requirements 1. Further work Check 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 acceleration datum depress „IELU CHECK“. to 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 509 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU) Working procedures and technical requirements 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 510 July 1, 2008 On pages 508 to 511 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Check of the integrated electronic limiter function (INTEGRATED ELECTRONIC LIMITER UNIT - IELU) Working procedures and technical requirements 3. On pages 508 to 511 Manpower required (Manhours) Further work Check 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 511 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 512 to 513 Manpower required (Manhours) Engine shut down Working procedures and technical requirements Further work Check 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. 4. On the overhead panel: - GENERATOR L.H./R.H. Test Equipment 80.00.00 Page 512 July 1, 2008 switch off Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 512 to 513 Manpower required (Manhours) Engine shut down Working procedures and technical requirements Further work Check 5. On the front panel: - 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 7. On the front panel: - 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 PARAGRAPH IN THE „MOTORING FOLLOWING RUN“ IMMEDIATELY. 80.00.00 Page 513 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 514 to 515 Manpower required (Manhours) Motoring run Working procedures and technical requirements Further work Check 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): 1. On the front panel: - Engine control lever idling - Propeller control lever feather - FUEL SHUT-OFF VALVE actuating lever CLOSED - FUEL lever OPEN 28 V external power source Test Equipment 80.00.00 Page 514 July 1, 2008 Tools and Fixtures Consumable Materials GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 514 to 515 Manpower required (Manhours) Motoring run Working procedures and technical requirements Further work Check 2. On the overhead panel: - BATTERY I/II switch on - CONVERTORS 36 V I/II switch on - STARTING, BOOSTER PUMP switch on 3. On the front panel: - 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 5. On the overhead panel: - BOOSTER PUMP switch off 80.00.00 Page 515 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.00.00 Page 516 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 ROTATING UP DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.10.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTER/GENERATOR DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.11.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTER/GENERATOR TROUBLESHOOTING If Technical Specifications are not complied with contact the product support department of the engine manufacturing plant. 80.11.00 Page 101 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.11.00 Page 102 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTER/GENERATOR REMOVAL/INSTALLATION CAUTION: THE UNIT MUST BE SUPPORTED AT ALL TIMES DURING INSTALATION AND REMOVAL. DO NOT LET THE UNIT HANG ON THE DRIVE SHAFT WITHOUT THE CLAMP RING MOUNTED AND FULLY TIGHTENED. BENDING LOADS ON THE DRIVE SHAFT SHEAR SECTION CAN DAMAGE THE DRIVE SHAFT. A. Removal (1) Loosen and remove the self-locking nuts on the starter/generator terminal block and remove the cable shoes from the individual stud bolts. (2) Loosen the SKF hose clip on the duct that supplies air to the starter/generator housing. (3) Pull the air duct bend from out of the starter/generator air inlet cover throat. (4) Loosen the nut on the clamp holding the starter/generator flange to the mounting flange. (5) Hold the starter/generator to keep it centered on the mounting flange. At the same time, release the catch and remove the clamp with the attached segment. There are two segments in the clamp - ref. Fig. 201. Segment (Item 1) is firmly attached to the clamp. After removing the clamp, turn the free segment of the clamp (Item 2) until it passes out of the space (Item M), obstructed by the hydraulic pump (if installed). (6) Hold the starter/generator and move it from the centering shoulder and driving spline towards the firewall. Turn the starter/generator so that its drive extends forward. Then move the generator out between the engine mount supports. CAUTION: YOU MUST BE CAREFUL WHEN REMOVING THE STARTER/GENERATOR AS THE FUEL MANIFOLD IS LOCATED NEAR THE STARTER/GENERATOR. B. Installation (1) Check visually shaft seal of the starter/generator drive. The shaft seal is installed on the engine 80.11.00 Page 401 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 (2) Check and clean the seating surfaces of the starter/ generator flange and the engine mounting pad, and check that the holes for the positioning pins are not damaged (3) Clean and check the spline on the starter / generator and in the accessory gearbox for wear. (4) Apply a thin layer of plastic grease to the surface of the spline use AEROSHELL GREASE 6 or TOTAL SPECIS Cu. (5) Put the clamp with the attached segment (Item 1 / Fig. 201) on the mounting flange. (6) Engage the generator drive spline to the accessory drive pad internal spline. Fit the starter/generator into its drive and center it in the mounting flange while aligning the positioning holes to the pins in the mounting flange. If necessary, turn the gas generator rotor manually to adjust the position of the starter/generator drive. (7) Hold the starter/generator on the mounting flange, and install the free segment of the clamp. Immediately after shifting the free segment into the space between the hydraulic pump (if installed) and the starter/generator fit the segment into its final position to secure the starter/generator. (8) Install the clamp with the attached segment to the starter/generator flange and over the free segment and secure them with the catch. Torque the self-locking nut on the clamp T-bolt to 2-4 Nm. While tightening the nut on the T-bolt to its recommended torque value, tap around the circumference of the clamp ring with a soft headed hammer to position the clamp firmly on the generator. (9) Install the air supply duct to the starter/generator air inlet cover, put the SKF hose clip over the lugs and tighten the clip. (10) Put cable shoes on the Starter/Generator terminal block stud bolts - refer to to the marks specified in the airframe manual and torque the self-locking nuts. Torque for M5 nuts is 4+0,5Nm, and for M8 nuts 8+1Nm. (11) Record the replacement in the Engine Log Book. Fill in the „Certificate of quality and completeness“ of the Starter / Generator all required information. (12) Do an engine test run to check the function of the starter/generator. 80.11.00 Page 402 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTER/GENERATOR INSTALLATION DIAGRAM VIEW FROM TOP Fig. 401 80.11.00 Page 403 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 80.11.00 Page 404 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 STARTER/GENERATOR MAINTENANCE PRACTICES 1. ADJUSTMENT/TEST - FUNCTIONAL TEST AFTER STARTER/GENERATOR REPLACEMENT A. Test of Gas Generator Speed during Dry Motoring Run. The gas generator speed during dry motoring run must be a minimum of 18 %. B. Starter/Generator Functional Test during Start. During start, starter/generator function is examined, through the power source voltage at no-load operation and the voltage drop while starting. The no-load voltage must be between 27 and 28.5 V. The voltage during spool-up must not decrease below 20 V. C. Starter/Generator Functional Test of Generator Operation During Engine Run. During generating mode observe the aircraft ammeter and voltmeters. These must indicate stable operation of the DC electrical system with a voltage between 27 and 29 Volts DC. 2. INSPECTION/CHECK 1. Remove the starter/generator from the engine. Ref. Chapter 80-11-00 STARTER/GENERATOR - REMOVAL/INSTALLATION, Para A. Removal. 2. Protect the mounting pad on the engine from dirt. 3. Clean and check the spline on the starter / generator shaft and in the accessory gearbox for wear.. 4. Loosen the nut on the air inlet clamp, remove the clamp, the air inlet cover and slighty turn the fan cover to eighter direction, then remove it. 5. Remove the brush cover bolt, then the brush cover, screw off the brush terminal bolts of the respective pair of brushes, and take them out. 6. Clean the Starter / generator interior from carbon dust with pressurized air. 7. Check the state of the commutator working surface. Blue-violet shiny carbon film on brush track, laminations without burnt edges and wear of the brush track less than 0,4 80.11.00 Page 501 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 to 0,5 mm (one-sided) is considered as normal state and normal wear. If rough surface of commutator, pitted spots, scratches, and burnt spots are found or if the brush path depth is above the limit, it is necessary to replace the starter/generator. 8. Check brushes for cracks, melted tin or tin protruding above the surface of the brushes and check connecting leads for frayed spots. If any defect has been detected replace the whole set of brushes with a new set (4 pairs of brushes). 9. Check starter/generator brushes P/N 2 780 1414 26, Item no. 0880605 for wear. Replace the full set of brushes with a new set (4 pairs of brushes), if the length of the shortest brush is shorter than given in the „Certificate of quality and completeness“ of the Starter / Generator LUN 2132.02-8, Table 7. Record the length of the shortest brush during the brush set inspection into the „Certificate of quality and completeness“ of the Starter / Generator LUN 2132.02-8, Table 8. STARTER / GENERATOR BRUSHES P/N 2 780 1414 26, ITEM No. 0880605 Fig. 501 80.11.00 Page 502 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 10. Lift the brush holder springs with a safety wire bent into the shape of a hook and install the brushes. Tighten the brush terminal bolts of the respective brush pairs. NOTE: Fast release of the brush spring can damage the brushes. 11. After brush installation, move their leads so that they do not cause interference with brush movement. The brushes must move smoothly in their holders. Check the brush holder springs for correct position and damage. 12. Install the brush cover with its bolt, make sure it is aligned vertically on the bottom of the Starter / Generator. 13. Install the fan cover and rotate it to lock it into position. 14. Install the air inlet cover with its clamp, torque the nut on the clamp to 2-4 Nm. STARTER / GENERATOR PARTS Fig. 502 80.11.00 Page 503 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 BRUSH INSTALLATION IN THE STARTER / GENERATOR Fig. 503 3. APPROVED REPAIRS, BRUSH RUN-IN A. General For maximum longevity of the starter/generator and its brushes, the run-in procedure that follows is recommended to reduce arcing between the brushes and commutator that can lead to wear. B. Equipment Required (1) 12 VDC power source. (2) Clean dry pressurized air. C. Procedure NOTE: Brush run-in must be done in the same starter/generator in which they will be operated. 80.11.00 Page 504 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 1. Remove the brush cover and mount the generator securely on a bench horizontally. 2. Connect it to the electrical source as shown in the Fig. 504: a. Connect terminal „A“ to terminal „B“. b. Connect the „E“ terminal on the starter/generator to the negative terminal of the DC power source. c. Connect terminal „C“ to the positive terminal of the power source. 3. Engage the power source and let the Starter / Generator run until a minimum of 85% of the contact surface of the brushes touch the commutator. 4. Disengage the power source. 5. Blow out all of the collected carbon dust after the run-in with clean and dry pressurized air. 6. Install the brush cover and brush cover bolt again. Make sure it is aligned vertically on the bottom of the Starter / Generator. 7. Record the brush replacement in the „Certificate of quality and completeness“ of the Starter / Generator 8. Install the starter/generator on the engine - refer to Section 80-11-00 STARTER/GENERATOR - REMOVAL/INSTALLATION, Para B. Installation. 80.11.00 Page 505 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 WIRING DIAGRAM Fig. 504 80.11.00 Page 506 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 TYPICAL BRUSH SEATING Fig. 505 80.11.00 Page 507 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK 80.11.00 Page 508 Feb 28, 2020 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 801 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 802 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Armature removal Working procedures and technical requirements 2. On pages 803 to 805 Manpower required (Manhours) Further work Check 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). Test Equipment Tools and Fixtures Consumable Materials 80.11.00 Page 803 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Armature removal Working procedures and technical requirements 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 804 July 1, 2008 On pages 803 to 805 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Armature removal Working procedures and technical requirements On pages 803 to 805 Manpower required (Manhours) Further work Check 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 805 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Repair of commutator Working procedures and technical requirements 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 806 July 1, 2008 On pages 806 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Balancing of rotor Working procedures and technical requirements On pages 807 Manpower required (Manhours) Further work Check 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 807 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Armature installation Working procedures and technical requirements 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 808 July 1, 2008 On pages 808 to 809 Manpower required (Manhours) Further work Check GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work Armature installation Working procedures and technical requirements On pages 808 to 809 Manpower required (Manhours) Further work Check 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-D203-62, 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 809 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.11.00 Page 810 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Fig. 801 80.11.00 Page 811/812 July 1, 2008 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 DESCRIPTION The generator is self - excited. Voltage regulation and system protection can be performed with APC Generator Control Units. The starter motor is a heavy duty series field motor for intermittend duty. An integrated torsional vibration damper protects the drive shaft against engine or electrical system torsional vibration. Long - life carbon brushes with high altitude treatment warrant excellent performance at altitudes up to 35 000 feet. Qoick - attach - detach (QAD) mounting housing is used to faciliate mounting of the Starter Generator maintenance. 80.12.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 LEADING PARTUCULARS 250SG125Q STARTER - GENERATOR D - C Output Volts …………………………………….. ……………….. 30 Amperes Continuous within speed range …………… 250 Speed Range Continuous Operating Speed (rpm) ………………… 12,000 Minimum Speed (rpm) ………………………………… 6,200 Overspeed (rpm) ………………………………………. 14,000 Cooling ………………………………………………….. Self-Cooled Rotation (Viewed from drive end) ……………………. CCW External Starting Power Volts, DC …………………………………………….... 28.0 Max. Amperes ………………………………………………. 800 Max. START CYCLES After every start cycle the starter - generator as well as the engine should have the opportunity to cool off The minimum times are as below: 30 seconds ON 1 minute OFF 30 seconds ON 1 minute OFF 30 seconds ON 30 minutes OFF 80.12.00 Page 2 July 1, 2008 GE AV VIATIO ON CZE ECH MAIN NTENANCE E MANUAL MANUA AL PART No. 09820 055 Figure e Generatorr Schematic c Wiring Dia agram 80.12.00 0 Page 3 Ju uly 1, 2008 8 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 80.12.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SCHEDULED MAINTENANCE AND BRUSH INSPECTION SCHEDULED MAINTETNANCE One intermediate brush change is allowed prior to the 1200 hour TBO. PERIODIC INSPECTIONS Starter - Generators must undergo periodic inspections between overhauls. See Service Bulletin for calculation of your generator´s brush life (see pages 901-906). If the first brush inspection is not specified in the aircraft maintenance manual an inspection period of 200 hrs is recommended. Weas marks on the brushes allow calculation of the ramaining brush life. Any brush change requires cleaning with compressed air and brush seating as described in above manual. NOTE: RAPID RELEASE OF THE BRUSH SPRING CAN DAMAGE THE BRUSHES. Position brush leads as shown in Figure 201. This is extremly important to prevent brush hang-up in the brush box. 80.12.00 Page 201 July 1, 2008 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 Figu ure 201 Possition of Bru ush Leads 80.12.00 Page 202 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 Instalation on the engine CAUTION: THE UNIT MUST BE SUPPORTED AT ALL TIMES DURING INSTALATION AND REMOVAL. DO NOT LET THE UNIT HANG ON THE DRIVE SHAFT WITHOUT THE CLAMP RING MOUNTED AND FULLY TIGHTENED. INDUE BENDING LOADS ON THE DRIVE SHAFT SHEAR SECTION CAN DAMAGE THE DRIVE SHAFT. a) Engage the generator drive spline to the accessory drive pad female spline. b) While holding the generator into the QAD mounting flange, have a second person position the clamp ring over the mating flanges and latch the T-bolt. Tighten the nut on the T-bolt partially. c) While tightening the nut on the T-bolt to its recommended torque value, tap around the circumference of the clamp ring with a soft headed hammer to position the clamp firmly on the generator. THE RECOMMENDED TORQUE VALUE IS STAMPED ON THE CLAMP RING. d) Make all electrical connections between the aircraft wiring and the Starter Generator. Torque the terminal nuts to the value specified in the aircraft maintenance manual. Terminal Size 3/8-24 stud 10-32 stud Torque Values 220 - 235 20 - 25 (pound-inches) 80.12.00 Page 401 July 1, 2008 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 Figure 4-1. Illus strated Partss Breakdow wn - Starter Generator 80.12.00 Page 402 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SECTION V - AIRCRAFT PERFORMANCE CHECK After installation of the Starte-Generator to the engine, start the engine to test the Starter-Generator. During start and generating mode observe the aircraft ammeter and voltmeters. These must indicate stable operation of the DC electrical system. After initial start and shut down of engine, chech torque of clamp ring and, if necessary, tighten it to the proper torque. If any problem occurs, check all connections. In case of no discrepancies in the wiring and if the Generator Control Unit works is found to work properly, return the Starter-Generator to an authorized overhaul facility for inspection and/or repair. 80.12.00 Page 801 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 80.12.00 Page 802 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 AIRCRAFT PARTS CORP, SERVICE LETTER August 20, 1990 TO: ALL USERS OF APC NEW 200SG 250SG SERIES STARTERGENERATORS. FROM:S. HERMAN SUBJECT: DATA WHICH WILL ALLOW YOU TO CALCULATE YOUR BRUSH LIFE FOR YOUR APC STARTER-GENERATORS. We have found that repeated brush inspections of starter-generators, can result in rapid brush and even cause brush hang-ups. When inspecting brushes, many operators will slide the brush cover off the back of the generator causing the brush leads to be misplaced. Sliding the cover forward again further misplaces the brush leads. If the generator is mounted of the engine while the inspection is being made, some brush boxes cannot be seen, making brush lead positioning impossible. Removing brushes from brush boxes, will cause brush position in the box and relationship to the commutator to be disturbed. The mispositioned brush will wear than normal. One brush inspection between overhauls of the APC generator is all that may be required of APC brushes. That one inspection can possibly be eliminated of the accompanying procedure is adhered to. In essence, this procedure allows you determine the time between brush changes and helps fix overhaul periods at the same time brushes must be replaced. The APC 200 or 250 ampere Starter-Generator can usually operate for 800-1000 hours without brush change. At that time, the generator can be removed for overhaul. Using this procedure will aid you in determinig your overhaul times. Please note, this procedure can only be accomplished with a new generator or a generator that has been overhauled in accord with APC Overhaul Procedures and the commutator has been turned (resurfaced) in a lathe. 80.12.00 Page 901 July 1, 2008 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 GENERA ATOR SERIES 200SG 250SG, BRUSH P/N 200SG10009 At 500 hourrs, remove th he generator for brush insspection. Re emove shorte est brush onlyy. Do not rem move more than o one brush ass brush seatin ng will be afffected. Datee: Generator P P/N: S Serial No: Calculate brrush life left as a per attach hed example e. wear length of o a new 200 0SG 250S G1009 brush h Maximum w (1) . 700 Brush wear left (as mea asured from shortest s brussh) (2) . RUSH WEAR R TOTAL BR Hou urs brush hass operated: (3) (2) Brush Wear Left (From Item 2 Above) (4) (4) = (5) Ho ours Brush Operated (5) = (6) Ra ate of Brush We ear per Hourr (Frrom Item 5 Ab bove) Total Brush h Wear (3) . Ratte of Brush We ear per Hour Ho ours of Brushh Wear W Left Beffore Brrushes Must Be Re eplaced + Total Hourss This Genera ator Can Operate: Hours Left from Item 6 = Total Hours on ge enerator Thus Far m 4) (Item Total Hours Generator ccan Operate B Before Brush h Change If 150 hours s or more of brush b life is left, l reinstall the brush an nd operate th he generatorr for the rema aining hours of bru ush wear left, as calculate ed above or for a maximum of 1,000 hours. At thaat time, returrn the unit to an Authorized AP PC Repair Sttation for ove erhaul. t after the e additional operating o hours establishhed by your Remove the generator the second time eached. Insp pect the brus hes. If all bru ushes. If all brushes b are bbelow the calculationss has been re maximum b brush wear mark, m the gen nerator MTBO O has been established. e If you desiree, two or three generators can be teste ed to establish an average e brush life. 80.12.00 Page 902 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SERVICE BULLETIN NO: SB150SG105 SUBJECT: Brush Seating APC Brushes in High Speed (Approx. 12,000 RPM) Starter-Generators and Application of APC Brushes to APC Generators PURPOSE: To describe a procedure to be utilized in replacing and seating new brushes in a serviceable starter-generator. Brush seating is of extreme importance. If brushes are not seated prior to use, severe arcing will occur during the starting mode of operation causing damage to the commutator surface and accelerated brush wear. PROCEDURE: Brushes installed in newly overhauled starter-generators should have a commutator resurfaced by turning the armature in a lathe to a very fine mirror finish using a diamond or newly honed carbide turning tool. Refer to Overhaul Manual for details. When installing new Aircraft Parts Corp. designed brushes in a generator for the first time, it is mandatory that the commutator be resurfaced as mentioned in the paragraph above. The best brush life will always be obtained when resurfacing the commutator prior to installing brushes. Imperfections in the commutator surface and movement of the commutator bars as the result of generator usage over extended periods of time, accelerate brush wear. Do not use any abrasive paper to sand the commutator as the sand particles may become embedded between the commutator bars and cause accelerated brush wear. Mount the generator securely on a bench in a horizontal position. Motorize the startergenerator by connecting the positive lead of a DC supply to starter-generator terminal C+ for a series or B+ and A for a shunt start. Connect the negative lead of the DC supply to startergenerator terminal E-. Adjust the DC supply voltage to 15 volts. This will enable the machine to run at approximately 7000-9000 rpm for a series start, and 3000-6000 for a shunt start. The DC input amperes will be approximately 20-40 amperes for 150-250 ampere generators and approximately 30-60 amperes for 300-400 ampere generators. To remove carbon accumulations, fan cover should be removed, exposing the brush area. A portable blower or fan should be set to blow air across the brush area when the startergenerator is running. This procedure will remove the carbon dust from the starter-generator as the brushes are being seated. An acceptable brush seat should indicate 85-100% brush contact in the direction of rotation and at least 85% parallel to the armature shaft. Continue running the generator to achieve this seating, if brush seating is unacceptable. Refer to Page 2 for typical brush seating. (This film does not indicate brush run-in. See above paragraph.) Most APC grades of brushes are instant filming types and during the procedure of brush seating, a dark film will appear on the commutator surface. This film lowers brush friction and increases brush life. 80.12.00 Page 903 July 1, 2008 GE AVIAT TION CZECH C H MAINTENA M ANCE MANUAL MA ANUAL PA ART No. 0982055 0 SATISF FACTORILY Y SEATED D BRUSHE ES UNSATIS SFACTORIILY SEATE ED BRUSH HES Typical B Brush Seating 80.12.00 Page 904 July 1, 20 008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 82 WATER INJECTION GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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. REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE 82 „RECORD OF REVISIONS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVISION No. BULLETIN No. ISSUE DATE OF NEW PAGES 82 „RECORD OF REVISIONS“ Page 2 July 1, 2008 NUMBERS OF AFFECTED PAGES DATE OF INSERTION AND SIGNATURE GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REVIEW OF EFFECTIVE PAGES Section subsection point Page Date 1 2 July 1, 2008 July 1, 2008 1 2 Blank July 1, 2008 July 1, 2008 82 „Contents“ 1 2 Blank July 1, 2008 July 1, 2008 82.00.00 1 2 Blank July 1, 2008 July 1, 2008 82.01.00 1 2 Blank July 1, 2008 July 1, 2008 82.20.00 1 2 3 4 Blank July 1, 2008 July 1, 2008 July 1, 2008 July 1, 2008 82 „Record of Revisions“ 82 „Review of Effective Pages“ Section subsection point Page Date 901 July 1, 2008 902 Blank July 1, 2008 82 „REVIEW OF EFFECTIVE PAGES“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82 „REVIEW OF EFFECTIVE PAGES“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 CONTENTS 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 82 „CONTENTS“ Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82 „CONTENTS“ Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 WATER INJECTION GENERAL DESCRIPTION AND OPERATION 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. 82.00.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82.00.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 REQUIRED PROPERTIES OF WATER DESCRIPTION AND OPERATION 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 o 3. Distilled water with electrical conductivity of max. 15 µS/cm at temperature of 25 C. Evaporation residue of max. 10 mg/litre, acidity coefficient pH 5.0 to 7.5. Size of contaminants of max. 10 m. 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. 82.01.00 Page 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82.01.00 Page 2 May 15/98 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 SPRAY RING DESCRIPTION AND OPERATION 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 1 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 82.20.00 Page 2 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 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 82.20.00 Page 3 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82.20.00 Page 4 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 M601E M601E-21 TECHNOLOGICAL INSTRUCTIONS Name of work On pages 901 Manpower required (Manhours) Preservation of the injection system Working procedures and technical requirements Further work Check 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 m 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 900 ml Shell Storage Oil 3 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) Test Equipment Tools and Fixtures Consumable Materials 82.20.00 Page 901 July 1, 2008 GE AVIATION CZECH MAINTENANCE MANUAL MANUAL PART No. 0982055 THIS PAGE HAS BEEN INTENTIONALLY LEFT BLANK. 82.20.00 Page 902 July 1, 2008
