CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020

MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

CT7-2E MAINTENANCE MANUAL Dated: 10/17/2018

MM 72-00-00
ENGINE - DESCRIPTION AND OPERATION
* * * FOR CT7-2E1

TASK 72-00-00-870-802
1. General Information.
A. This section provides a general description of the CT7-2E1 engine (Figure 1). The engine is a
front drive, turboshaft engine of modular construction. A description of each of the engine's
four modules and of the related engine system is given. Engine directional references (Figure 2
) apply to the engine in a horizontal position, viewed from the rear, with the accessories
section located on top. When components or struts are numbered in a circumferential direction,
the no. 1 position is at 12 o'clock, or immediately clockwise from 12 o'clock. Remaining
positions increase numerically in a clockwise direction. The engine incorporates only one
customer accessory drive provision, and this is for the customer-provided starter. The
following data has been presented on engine accessories mounted upon or driven by the accessory
gearbox:
* Gearbox Mounted Accessories (Table 2)
* Accessory Gearbox Power and Speeds (Table 3)
* Accessory Gearbox Pad Orientation (Figure 3)
* * * FOR CT7-2E1

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 1 Turboshaft Engine (Typical)

* * * FOR CT7-2E1

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 2 Engine Directional References

* * * FOR CT7-2E1

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 3 Accessory Gearbox Pad Orientation

2. Leading Particulars.
The engine leading particulars are listed in Table 1.
TABLE 1. ENGINE LEADING PARTICULARS
Item Characteristic
Manufacturer GE Aircraft Engines
Model CT7-2E1
Type of Engine Turboshaft
Output Power:

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

One Engine Inoperative (OEI) Flat 2164 SHP minimum power, 21,000 rpm
30 second/2 minute power turbine speed
Continuous OEI 1983 SHP minimum power, 21,000 rpm
power turbine speed
All Engine Operative (AEO)Takeoff 1983 SHP minimum power, 21,000 rpm
- 5 minutes power turbine speed
AEO Max. Continuous 1870 SHP minimum power, 21,000 rpm
power turbine speed

Type of Compressor Combined axial/centrifugal

Number of Compressor Stages Six stages (five axial and one
centrifugal)
Variable Geometry Inlet guide vanes, and stages 1
and 2 stator vanes
Type of Combustion Chamber Single annular chamber with axial
flow
Gas Generator Turbine Stages Two
Power Turbine Stages Two
Direction of Engine Rotation (both gas generator and power turbine Clockwise (aft looking forward)
rotors)
Engine Weight (Dry): 491.3 lb
Engine Length 47 inches
Max Engine Diameter 25 inches
Lubricating Oil Conforming to GE Specification
D50TF1. See INTRODUCTION.
Fuel Conforming to GE Specification
D50TF2. See INTRODUCTION.
EECU Input Power Requirements:
Steady State Maximum 75 watts/channel (150 watts, 28
VDC (from aircraft))
Steady State Typical 25 watts/channel
Turn On Transient 50 A max within 10 msec/channel
with a 600 milliohm airframe
source impedance
TABLE 2. GEARBOX MOUNTED ACCESSORIES
Driven Static
Oil Filter
Oil Filter Bypass Valve (Integral with Filter)
Particle Separator Blower Oil Filter Impending Bypass Indicator
Fuel Boost Pump Oil Cooler Bypass Valve
Oil and Scavenge Pump
Alternator Oil Scavenge Inlet Screens (6)
Oil Cooler
Fuel Filter
Oil Pressure Transmitter
Oil Temperature Detector
Electrical Chip Detector (In common scavenge line)

* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013

Fuel Pressure Switch

* * * FOR CT7-2E1

Fuel Metering Unit Low Oil Pressure Indicator Sensor

Starter - Generator P0 Sensor
P3 Sensors
TABLE 3. ACCESSORY GEARBOX PAD POWER AND SPEEDS (Refer to Figure 3)
Rotation
Ratio to Rotation Relative Max Cont
Pad Speed Gas (Facing to Gas Torque or Gearbox
Accessory Pad Type (rpm) Generator AGB Pad) Generator shp Axis Location

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Starter AS 13,292 0.29736 CCW 120 lb BB Aft

in.
FMU and Special 9,947 0.22253 CCW Opposite 5.5 shp E Aft
High-Pressure
Fuel Pump
Oil and Scav Cartridge 9,947 0.22253 CW Opposite 1.5 shp E Fwd
Pump
Fuel Boost Integral 10,678 0.23889 CW Same 0.3 shp F Fwd
Pump
Alternator Integral 21,356 0.47779 CW Same 0.5 shp D Fwd
Particle Integral 29,046 0.64979 CCW Opposite 26.7 shp G Aft
Separator
Blower
3. Engine Description.
The engine modules Figure 4, major engine components Figure 5 and systems are described in the
following order:
* Cold section module
* Hot section module
* Power turbine module
* Accessory section module
* Fuel system
* Electrical system
* Air system
* Oil system
* FADEC system
A. Cold Section Module.
The cold section module (Figure 5) includes: the swirl frame, A-sump output shaft assembly,
front frame, main frame, scroll case, compressor section, and the diffuser and midframe casing
assembly. An inlet particle separator is in the forward end of the module. A blower mounted on
the accessory drive gearbox provides suction for separator operation.
(1) Inlet Particle Separator.
The inlet particle separator contains three engine frames: the swirl frame (2), front frame
(4), and main frame (5). The rest of the inlet particle separator consists of the scroll
case, inlet duct, particle separator blower, and an aircraft overboard duct.
The inlet particle separator prevents debris from entering the compressor. (Figure 6)
illustrates how the inlet particle separator operates. Air enters the engine through the
swirl frame. Swirl vanes direct incoming air into a rotating or swirling pattern and
separate sand, dust, and other foreign objects by centrifugal action. These objects are
carried to the outer section of the main frame and into the scroll case. Particles are
drawn from the scroll case by the blower and are blown out the overboard duct. The
relatively clean air that remains after particles are separated is carried to the front
frame deswirl vanes, which straighten the flow before it enters the compressor.
(2) Swirl Frame.
The swirl frame (2, Figure 5) contains the swirl vanes and is the forward structure of the
engine. The forward flange of the swirl frame mates with the aircraft inlet duct.
(3) A-Sump Output Shaft Assembly.
The A-sump output shaft assembly (3) is housed in front frame (4). It provides a housing
for the no. 1 and no. 2 main bearings. The output shaft is driven by the power turbine and
supplies power through shafting to the aircraft transmission. The output shaft connects to
the power turbine drive shaft assembly through a splined joint.
(4) Front Frame.
The front frame (4) is housed in the main frame (5) and contains the A-sump and deswirl
vanes. It supports the A-sump output shaft assembly (3) and provides the inner flowpath for
air entering the compressor inlet.
(5) Main Frame.
The main frame (5) is a one-piece casting consisting of an outer and an inner portion. The
outer portion contains the oil tank, accessory gearbox support, scroll seal and support,
and the forward engine mounts. The inner portion contains the scroll vanes, front frame
mating flange, inlet guide vane supports, and the flange that attaches to the compressor.
The aft inner portion of the frame forms the outer surface of the compressor inlet
flowpath. The variable inlet guide vanes are supported in this frame. By removing a
borescope plug, the inlet guide vanes and stage 1 compressor rotor blades can be inspected.
(6) Scroll Case.
The scroll case (6) is a fiberglass shell attached to the aft side of the main frame. The
scroll case collects sand, dust, and other particles from the airflow and directs them into
the particle separator blower. An opening at the 6 o'clock position provides cooling air
for the EECU and provides access for removing foreign objects.
(7) Compressor.
The compressor has five axial stages and one centrifugal stage. The axial stage has
variable stage 1 and stage 2 vanes. The centrifugal stage has an impeller with backswept
exit vanes. Compressor rotor (8) is supported by bearings at the forward and aft end of

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

shaft. Stage 5 bleed air is taken from three bleed ports on compressor stator assembly (7).
One port supplies air for the anti-icing bleed and start valve; the other two ports provide
aircraft bleed air.
(8) Diffuser and Midframe Casing Assembly.
The diffuser and midframe casing assembly (9) is a matched assembly that includes the
diffuser, diffuser case, and midframe assembly.
The diffuser increases discharge area and reduces the speed of the centrifugal impeller
airflow, causing the air pressure to increase. This pressurized air is directed to the
combustor through the diffuser case.
The diffuser case mounts on the rear flange of the compressor cases. It directs compressor
discharge air to the combustion chamber. A port at the 6 o'clock position on the diffuser
case serves as a drain for the combustion chamber.
The midframe assembly houses the combustion liner and contains the B-sump. The midframe has
ports for attaching fuel injectors and igniter plugs. The midframe has four service tubes:
one supplies oil to the B-sump; one scavenges oil from the B-sump; one drains the B-sump
seal pressure cavity; and one conducts compressor discharge seal leakage air to the turbine
case.
Ports at the 10 o'clock and 1 o'clock positions supply compressor discharge air (P3 air) to
two P3 sensors.
B. Hot Section Module.
The hot section module consists of a low-stress gas generator rotor and stator ( Figure 7). This
configuration contains three subassemblies: Combustion liner (1), stage 1 nozzle assembly (2),
and stages 1 and 2 gas generator turbine rotor assembly (5). The gas generator turbine assembly
consists of the gas generator stator assembly (3), stage 2 turbine nozzle segments (4), and gas
generator turbine rotor assembly (5). The stages 1 and 2 gas generator turbine rotor assembly
and the gas generator stator assembly are a matched set and must remain together.
(1) Gas Generator Turbine.
The gas generator turbine consists of stages 1 and 2 gas generator turbine rotor assembly
(5, Figure 7) and gas generator stator assembly (3). Stages 1 and 2 gas generator turbine
rotor is an air-cooled 2-stage rotor. Each rotor stage consists of individual blades and
forward and aft cooling plates. The cooling plates are attached to each disk by five bolts.
The stator houses stages 1 and 2 gas generator turbine rotor (5), shroud assemblies, and
stage 2 turbine nozzle segments (4). The stage 2 nozzle is located between stage 1 and
stage 2 disks.
(2) Stage 1 Nozzle Assembly.
The stage 1 nozzle assembly (2, Figure 7) contains 12 air-cooled nozzle segments. The
nozzle assembly directs gas flow from the combustor discharge to the stage 1 rotor of the
gas generator turbine.
(3) Combustion Liner.
The combustion liner (1, Figure 7) is a single annular chamber with axial flow. Twelve fuel
injectors are installed into swirlers in the liner dome. The swirlers break up and atomize
the fuel discharged from the injectors into the liner. The liner is cooled by a film of air
on the inner and outer walls, and by air striking the dome and areas of the shell.
C. Power Turbine Module.
The power turbine module (Figure 8) includes: turbine case (2), power turbine rotor assembly
(10), power turbine drive shaft assembly (14), exhaust frame (5), and C-sump housing (6).
Output power is delivered by the power turbine drive shaft assembly; it extends forward through
the engine to a splined joint on the output shaft.
(1) Exhaust Frame.
The exhaust frame (5) supports C-sump housing (6). It contains no. 5 carbon seal (12), and
no. 5 and no. 6 bearing support (9).
(2) Power Turbine Rotor Assembly.
The power turbine rotor assembly (10) consists of stage 3 and stage 4 turbine disks (13, 8)
and stage 4 seal and turbine nozzle (4). The rotor assembly mounts on power turbine drive
shaft assembly (14). The no. 6 and no. 5 bearings (7, 11) support the aft end of the drive
shaft; the forward end is supported by the output shaft.
(3) Turbine Case.
The turbine case (2) houses power turbine rotor assembly (10) and stage 3 turbine nozzle
segment assembly (3). Thermocouple assembly (1) is installed on the turbine case.
(4) Power Turbine Drive Shaft Assembly.
This assembly is made up of a power turbine drive shaft (6, Figure 9), torque sensor tube
(3), and pin (4). The torque sensor tube is secured by pin (4) to the front of drive shaft
(6). The rear of tube (3) is free to twist within the drive shaft, relative to the rotation
of drive shaft. Np/Q sensors (1, 8) contain a magnet and wire coil which produce an
electrical pulse each time shaft teeth (2) or reference teeth (9) rotates past. Because the
electrical pulses have a different relationship with changes in load, the output torque of
the engine can be measured. The greater the load, the greater the twist in the shaft. Two
sensors (1, 8) transmit these pulses to the EECU.
D. Accessory Section Module.
The accessory section module mounts on the cold section module at the 12 o'clock position (
Figure 10). The accessory section module is driven by the compressor rotor through the power
takeoff bevel gear and radial drive shaft assembly. The module includes the top-mounted
accessory drive gearbox assembly and attached accessories. The gearbox has internal passages
that minimize the number of external hoses and tubes that carry oil and fuel.
(1) Accessory Drive Gearbox Assembly.

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

The accessory drive gearbox assembly transmits torque from the engine starter during
starting and drives engine accessories that mount on gearbox pads.
(2) Oil and Fuel Passages.
The accessory drive gearbox housing has internal passages carrying oil and fuel. Leakage
from the starter, FMU, and fuel boost pump drive pads flows into a common passage in the
gearbox housing. Leakage then drains to a port on right side of main frame. See the
descriptions of fuel system (para E) and oil system (para H) for further details.
E. Fuel System.
The fuel system consists of:
* Main Fuel Manifold and Parts
* Fuel Injectors
* Fuel Boost Pump
* Fuel Metering Unit (FMU)
* Fuel Filter and Filter Impending Bypass Components
* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013
* Fuel Pressure Switch
* * * FOR CT7-2E1
The fuel system (Figure 11) operates with the engine electrical system to provide the proper
fuel flow during all operating conditions. The electronic engine control unit (EECU) and the
fuel metering unit (FMU) have complete control of engine power.
Fuel enters the engine through the fuel boost pump, where fuel pressure is increased to a level
sufficient to force the fuel through internal coring within the accessory gearbox (AGB) to the
main fuel filter, then back through the AGB and into the inlet of the high-pressure gear pump
in the FMU. Internal coring in the AGB has been used wherever possible for routing fuel flow.
These internal flow passages provide maximum protection from external damage, while minimizing
installation and removal time. The fuel system can operate with high vapor pressure fuels,
vapor-to-liquid ratios of up to 1.0, and fuel inlet pressures as low as 1 psi above true vapor
pressure (TVP).
The fuel metering unit (FMU) meters the appropriate engine fuel flow which then flows to the
engine oil cooler. From the oil cooler, fuel returns to the FMU where it passes through the
drain valve and the overspeed/shutdown valve before entering the fuel manifold. Fuel is drained
downstream of the overspeed shut-off valve during a normal shutdown to prevent fuel nozzle
coking. During an overspeed shut-off event the fuel in the fuel manifold is purposely not
drained. This architecture provides the quickest relight capability, as the manifold does not
have to be refilled to relight the engine.
(1) Main Fuel Manifold.
The main fuel manifold is a single, inseparable assembly. The main fuel manifold delivers
fuel from the FMU and FMU manifold to the 12 fuel injectors.
(2) Fuel Injectors.
The 12 fuel injectors spray fuel into the combustion liner when engine is in operation.
(3) Fuel Boost Pump.
The fuel boost pump is an engine-mounted suction-type pump. It is not self-priming.
(4) Fuel Metering Unit (FMU).
The FMU provides the following functions:
* Fuel pumping and pressurization
* VG actuation as scheduled by the EECU and position feedback
* Fuel flow metering as scheduled by the EECU and position feedback
* Fuel flow shut-off upon EECU detected overspeed
* Fuel flow shut-off and drain upon EECU normal shutdown command
* Limiting maximum fuel flow with an adjustable stop in the metering valve
* Pressure relief when a shut-off engine is windmilling
* A vapor vent function
* An NG pick up signal for use by the EECU
* A T2 sensor signal for use by the EECU
* A metering valve position signal and a fuel temperature signal to allow computation of
fuel flow.
(5) Fuel Filter and Filter Impending Bypass Components.
The fuel filter contains a filter element, an impending bypass sensor, and a bypass relief
valve. The filter produces the fuel system from contamination with a 30-micron disposable
filter element. The impending bypass sensor is an electrical device used to determine if
the fuel filter element requires replacement. The sensor contains a switch that completes a
circuit to a device in the aircraft when a differential pressure of 8-10 psi across the
filter is reached.
The switch will deactivate the warning light at a differential pressure of 5 psi or less.
The bypass relief valve opens at a differential pressure of 18-22 psi, this means fuel
filter passages are clogged and directs fuel around the filter for continued operation.
* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013
(6) Fuel Pressure Switch.
The fuel pressure switch mounts on the accessory gearbox (Figure 10). When fuel pressure
decreases to 8.5 ±0.5 psig or less, a switch is activated and transmits a signal via the
ARINC-429 bus to the aircraft.
* * * FOR CT7-2E1
F. Electrical System.

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

The electrical system consists of:

* Ignition system
* Alternator
* Thermocouple assembly
* Electronic engine control unit (EECU)
* Two Np/Q sensors (power turbine speed/torque sensors)
The electrical system has the following power sources:
* Alternator winding No. 1 - ignition exciter assembly
* Alternator windings No. 2 and 3 - one for each channel of EECU
* Alternator winding No. 4 - Ng signal for cockpit
* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013
* Aircraft 28V dc is supplied to the EECU for engine starting and as a backup power supply. Once
the engine has started and reaches an adequate power level, the engine-mounted alternator
supplies power to the EECU. The EECU in turn provides the appropriate power to operate the
fuel metering system, the anti-icing bleed and start valve, vapor vent valve, and the
overspeed shutoff valve. In addition, the EECU electrically assesses the state of the
following transducers: P0 sensor, T2 sensor, P3 sensors, ITT harness, oil temperature
detector, low oil pressure indicator sensor, fuel filter impending bypass switch, oil pressure
transmitter, electrical chip detector, and the fuel pressure switch.
* * * FOR CT7-2E1 MODIFIED TO SB 72-0013
* Aircraft 28V dc is supplied to the EECU for engine starting and as a backup power supply. Once
the engine has started and reaches an adequate power level, the engine-mounted alternator
supplies power to the EECU. The EECU in turn provides the appropriate power to operate the
fuel metering system, the anti-icing bleed and start valve, vapor vent valve, and the
overspeed shutoff valve. In addition, the EECU electrically assesses the state of the
following transducers: P0 sensor, T2 sensor, P3 sensors, ITT harness, oil temperature
detector, low oil pressure indicator sensor, fuel filter impending bypass switch, oil pressure
transmitter, and electrical chip detector.
* * * FOR CT7-2E1
* The EECU operates several in/out data buses. This includes the main data bus to and from the
airframe: the ARINC-429 bus.
(1) Ignition System.
The ignition system is a continuous-duty, AC-powered, capacitor discharge type. It includes
two igniter plugs, two electrical ignition leads, and an ignition exciter assembly. Power
is supplied to the ignition exciter assembly by the engine's alternator as commanded by the
EECU. The ignition exciter is an engine-mounted unit that accepts single-phase alternating
current power from the engine-mounted alternator and provides two independent power outputs
to redundant spark igniters for the engine combustor. The exciter has a single charging
circuit and two independent parallel capacitive discharge circuits. The igniter plugs are
semiconductor, surface-type spark plugs that supply an electrical discharge to ignite the
fuel in the combustion liner.
(2) Electronic Engine Control Unit (EECU).
The EECU is composed of two independent control channels packaged into a single mechanical
housing. Each channel receives both analog and discrete inputs from the engine and the
airframe. The EECU is designed such that either channel can perform all engine control
functions. Normally, one channel commands all actuators while the other channel is in a
standby mode. The exception is the overspeed system, which is active in both channels at
all times to ensure independent Np and Ng overspeed protection. Each channel monitors both
its own health and the health of the other channel. The channel with the best capability to
run the engine will always assume control. The EECU channels each determine which of the
redundant signals available should be used for engine control.
Ignition is controlled automatically and sequenced by the EECU in response to signals
received from the aircraft. The anti-ice function is controlled by the EECU in response to
pilot inputs. In addition, the EECU reads all fuel and lube sensors, with information sent
to the aircraft by data bus (Figure 13).
(3) Alternator (Permanent Magnetic Alternator).
The permanent magnetic alternator (PMA) has four windings to (1) supply electrical power to
the ignition exciter, (2) and (3) supply electrical power to both channels of the EECU, and
(4) provide a frequency signal to the aircraft as a back-up indication of gas generator
speed (Ng). It is a brushless machine that consists of a gearbox, and the rotor is a
permanent magnet type, driven by a cantilevered spline shaft.
(4) Thermocouple Assembly.
The ITT thermocouple harness (Figure 14) senses the average gas temperature using immersion
probes at the inlet to the power turbine. The harness is an assembly of seven thermocouples
that are connected to the Channel A E1 connector of the EECU. Four of the seven probes are
electrically averaged within the harness and the average is used in EECU Channel A for
control purposes. The other three probes are averaged in the harness and then routed
directly within the EECU from the Channel A E1 connector through to EECU Channel B. During
normal operation a weighted average is computed in software so that the engine operates on
the average of all seven probes.
(5) Power Turbine Speed/Torque (Np/Q) Sensors
Two separate reluctance sensors measure power turbine speed and torque. The sensors measure
the passing of four intermeshed gear teeth located on two coaxial paramagnetic rotating
shafts. Two of the teeth are on the loaded power turbine output shaft and the other two, at
90° to the first pair, are on an unloaded reference shaft that does not twist with power

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turbine torque. Power turbine speed is measured from the average velocity of the passing
teeth. Torque is calculated by measuring the time difference between consecutive passing
teeth (one on the loaded shaft; the next on the reference shaft).
G. Air System.
The air system (Figure 15) provides the following:
* Turbine and combustor cooling air
* Compressor discharge air (P3 air) to the two P3 sensors
* Bleed air
* Anti-icing bleed and start valve air
* Seal pressurization and power turbine balance piston air
* Sump venting
* Engine inlet air to the T2 sensor of the FMU.
(1) Turbine and Combustor Cooling Air.
Diffuser discharge air cools the stage 1 nozzle and shrouds. Stage 2 nozzle segments and
shrouds are cooled with compressor impeller tip bleed air. This air is routed through three
internal tubes in the midframe casing. Cooling plates on the gas generator turbine rotor
assembly direct cooling air through the rotor blades. Inner balance piston leakage air
flows under the turbine disks. The air cools and dilutes hot gas from the turbine flowpath.
The airflow re-enters the flowpath through the baffle seal at the stage 3 turbine inlet.
Stage 4 shrouds are cooled by compressor discharge seal leakage air piped externally from
the midframe.
(2) Compressor Discharge Air (P3 Air).
P3 air is supplied through two bosses located on the midframe and is directed to P3 sensors
located on the accessory gearbox. The P3 sensors in turn send a signal to the EECU.
(3) Bleed Air.
Two bleed air ducts, at the 3 and 9 o'clock positions at the rear of the compressor case,
supply compressor bleed air.
(4) Anti-Icing Bleed and Start Valve Air.
The anti-icing system prevents ice from forming in the flowpath of the engine inlet. The
valve also bleeds air from the compressor during engine starting. This reduces
back-pressure on the axial compressor at lower speeds and prevents compressor stall.
Anti-icing takes place in two ways. Hot axial compressor discharge bleed air flows through
the swirl vanes and inlet guide vanes (IGVs) (Figure 16), and hot scavenge oil flows
through the internal passages in the scroll vanes.
The anti-icing bleed and start system functions are accomplished in a single component, the
anti-icing bleed and start valve.
The starting bleed portion of the anti-icing bleed and start valve is a modulating valve
actuated by a mechanical linkage to the variable geometry (VG) actuating shaft (Figure 17).
VG actuating shaft position and starting bleed airflow are controlled through the FADEC
system sa a function of Ng and T2 during steady state operation. During engine starting and
low-power operation, the quantity of bleed air is mechanically controlled by the position
of a valve in the anti-icing bleed and start valve. The VG actuating shaft, controlled by
the FADEC system, positions the valve to provide maximum bleed airflow. As engine power is
increased the valve will close, reducing airflow through the anti-icing bleed and start
valve.
To provide anti-ice flow, the anti-icing bleed and start valve ducts hot stage 5 discharge
air to the swirl frame, frame splitter nose and inlet guide vanes. Upon an anti-ice request
from the aircraft, the FADEC system activates a dual wound solenoid in the anti-icing bleed
and start valve to allow ducting of anti-icing stage 5 discharge air.
During engine start and low power operation (around 87% Ng depending on outside air
temperature), bleeding of air from the compressor is controlled by a cam plate ( Figure 18)
in the actuating shaft. The FMU actuator positions the cam plate in the down position to
hold the metering valve open. However, as engine power is increased, the valve will close
if anti-icing is not selected. If anti-icing is selected, the valve will stay open,
continuing airflow for engine anti-icing.
The sensing switch in the anti-icing bleed and start valve completes a circuit to an
indicator in the test cell. The light illuminates when the valve is open for start bleed
flow up to 87% Ng.
(5) Seal Pressurization.
Seal pressurization prevents oil loss from the sumps by controlling the airflow into them.
Pressurization also keeps hot gases, dust, and moisture out of the sumps by providing a
high-pressure air barrier to inward airflow.
Air for pressurizing the A- and B-sump seals is bled from stage 4 on the compressor rotor.
Bleed air enters the rotor through curvic coupling teeth that are aft of the stage 4 rotor
blades. Once inside the rotor, the flow divides, flowing both forward and aft. Some air
flows forward through the rotor, and some flows aft through the rotor.
Air flows forward in the compressor rotor to the A-sump aft labyrinth seals. It enters the
space between the seals through holes in the stage 1 blade disk. A small amount of air from
this space pressurizes the No. 1 carbon seal and the oil mist nozzle. Some air enters the
A-sump through the No. 1 carbon seal, and some returns to the compressor inlet through the
No. 3 labyrinth seal.
The air that flows aft goes to the B-sump forward labyrinth seals. It enters the forward
space between the seals through holes in the compressor rear shaft. The air then flows to
the aft space between the seals through an internal passage. A small amount of air flows
into the B-sump to prevent oil loss. The remaining air cools the sump and keeps hot leakage

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MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

air from entering. Air leaks out of the forward space between the seals to join compressor
discharge seal leakage air. This air flows out through the strut at the 5 o'clock position
on the midframe and then aft to the turbine case, where it cools the stage 4 shrouds.
Stage 4 bleed air also pressurizes the No. 5 carbon seal and power turbine balance piston
seal in the C-sump. It is piped externally from the 5 o'clock position on the compressor
casing to the 4:30 o'clock position on the exhaust frame, as well as from the 1:30 o'clock
position on the compressor casing to the 7:30 o'clock position in the exhaust frame. This
pressure causes a forward force in the rotor area to reduce some of the thrust load on the
No. 6 bearing.
(6) Sump Venting.
Air from the sumps is vented through holes in the gas generator and power turbine shafts.
The air leaves the engine through a common outlet in the C-sump cover. This venting (called
center-venting) provides a way to separate oil from the vent air by the rotary motion of
the high-speed shafts.
A-sump air flows aft between the compressor forward shaft and the power turbine drive
shaft. From there it flows through holes in the power turbine drive shaft and then forward
into the torque reference shaft. This path captures oil vapor and pumps it back into the
C-sump. From there the air flows aft and vents out through the C-sump cover.
B-sump air flows through holes in the compressor discharge seal and enters the intershaft
space through large holes in the compressor rear shaft. This flow path lowers air pressure
and increases the force of the centrifugal field. Air venting from the B-sump flows forward
in the intershaft space to pressurize the intershaft seal at the A-sump. Some of this
venting air flows aft in the intershaft space and joins the leakage flow from the inner
balance piston seal.
C-sump air vents forward through the aft end of the power turbine drive shaft. Then it
flows into a standpipe connected to the C-sump cover. A small dam in the torque reference
shaft traps any oil remaining in the vent air. The trapped oil returns to the C-sump
through small weep holes. Oil mist-free air from an opening in the C-sump cover blows
overboard into the engine exhaust.
(7) Engine Inlet Air to T2 Sensor of FMU.
Engine inlet air from the swirl frame flows through tubes to the T2 sensor ( Figure 19).
From the sensor, air flows back into the engine at the compressor inlet.
H. Oil System.
The oil system includes:
* Oil cooler
* Oil and scavenge pump
* Scavenge screens
* Oil filter impending bypass sensor
* Oil filter
* Oil cooler bypass relief valve
* Low oil pressure indicator sensor
* Electrical chip detector
* Oil tank
* Oil temperature detector
* Oil pressure transmitter
* B-sump delta pressure tube
(1) Oil System Flow.
Oil from the tank is drawn to the pump (Figure 20). From the pump, pressurized oil flows
through the oil filter and into passages in the accessory gearbox. Inside the gearbox the
flow divides and flows to the A-, B-, and C-sumps and to the gearbox.
Oil enters the A-sump through the strut at the 3 o'clock position on the swirl frame. The
A-sump forward and aft scavenge lines are housed in the struts at the 1:30 and 10:30
o'clock positions on the swirl frame. Oil is supplied to and scavenged from the A-sump
entirely through these internal lines.
Oil is supplied to and scavenged from the B- and C-sumps through the oil manifold assembly,
which connects to the rear of the gearbox. Oil flow passes from the oil manifold assembly
through the oil supply tubes and the B-sump check valve. It enters the B-sump through a
tube in the strut at the 1 o'clock position on the midframe. Oil is scavenged from the
B-sump through a tube in the strut at the 9 o'clock position on the midframe.
Oil flows to the C-sump from the oil manifold assembly through the C-sump oil supply tube.
This tube is located in the strut at the 7:30 o'clock position on the exhaust frame. Oil is
scavenged from the C-sump through the C-sump forward scavenge tube (1:30 o'clock position),
aft scavenge tube (10:30 o'clock position), and the seal pressure and scavenge tube
assembly (4:30 o'clock position) which are located in the struts on the exhaust frame.
If the oil system fails, the no. 1 through no. 4 bearings are lubricated by an oil mist
from the emergency oil system (Figure 21). Small internal oil reservoirs in the A- and
B-sumps are kept full during normal operation. Oil from these reservoirs passes through the
primary oil nozzles and the oil mist nozzle to lubricate the bearings. When oil pressure is
lost, the oil mist nozzles continue to supply oil from the reservoirs to the bearings in
the A- and B-sumps. Figure 22 is a diagram of the engine main bearings and sumps.
Scavenge oil from the oil and scavenge pump flows through the electrical chip detector.
Then it flows through the oil cooler and into the main frame. Scavenge oil enters a
manifold at the top of the main frame. It then flows through the scroll vanes and into the
oil tank.
(2) Oil Cooler.

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The oil cooler mounts on the front of the accessory gearbox (Figure 10). It transfers heat
from the oil to the fuel. It is a tube-in-shell heat exchanger.
(3) Oil and Scavenge Pump.
The oil and scavenge pump is housed in the forward side of the accessory gearbox (Figure 10
). It is a seven element gerotor-type pump. The gerotor elements are arranged in tandem on
the common drive shaft (Figure 23). The drive shaft bearings separate the high-pressure
supply element and the B-sump high-pressure scavenge element from the other scavenge
elements.
(4) Scavenge Screens.
Six scavenge screens are located on the front of the accessory gearbox (Figure 10). They
collect particles before they can enter the scavenge sections of the oil and scavenge pump.
These screens prevent damage to the pump. The six screens are individually labeled to show
which sump the particles came from.
(5) B-Sump Scavenge Screen.
The head of the B-sump scavenge screen is knurled on the OD so that it can be threaded into
the port by hand. A 1/4-inch square hole is provided so that the screen can be torqued
using a standard 1/4-inch drive ratchet. Inspection capability is maintained by use of a
banjo fitting mounted on the scavenge screen.
(6) Oil Filter Impending Bypass Sensor.
The oil filter impending bypass sensor mounts on the forward side of the accessory gearbox
(Figure 10). The sensor causes a signal to be transmitted to the aircraft when oil pressure
drop across the oil filter element increases.
The oil filter impending bypass sensor is actuated when the differential pressure across
the filter element reaches 60-80 psi. The signal is intended to be a warning of impending
filter bypass. During engine starting with oil temperature below normal operating range,
the differential pressure can be high enough to actuate the sensor. In this situation, the
test cell panel light will remain on until the oil warms up and the pressure differential
decreases. If the filter is excessively contaminated, the test cell panel light will remain
on after the engine oil temperature is stabilized.
(7) Oil Filter.
The oil filter consists of a bowl, a throwaway three micron filter element, and a bypass
valve assembly. The bowl threads into the forward side of the accessory gearbox (Figure 10
). The bypass valve assembly threads into the accessory gearbox and supports the aft end of
the filter element. The bypass valve opens at a differential pressure of 95-145 psi to
allow oil to bypass the filter. During engine starting when the temperature of the oil is
below normal operating temperature, the differential pressure can, at times, be high enough
for the bypass valve to open even though the filter element is not excessively
contaminated. If the valve assembly opens because of cold oil, it will close when the oil
warms to 100°F (38°C) and when pressure decreases.
(8) Oil Cooler Bypass Relief Valve.
The oil cooler bypass relief valve mounts on the front of the accessory gearbox (Figure 10
). It passes scavenged oil directly into the oil tank if the oil cooler becomes clogged.
During cold starts, the valve passes part of the oil flow into the oil tank until the oil
warms up and the pressure drop across the oil cooler is reduced.
(9) Low Oil Pressure Indicator Sensor.
The low oil pressure indicator sensor is a gearbox-mounted component that senses the
difference between the engine lube pump discharge and B sump reference pressure. The sensor
assembly incorporates an integral relief valve, which actuates under cold oil conditions to
limit maximum positive oil pressure. The oil pressure sensor is hermetic with gold plated
contacts.
(10) Electrical Chip Detector.
The electrical chip detector (Figure 24) mounts on the front of the acccessory gearbox (
Figure 10) and is a part of the scavenge oil return system to the tank. It has an outer
shell with an internal magnet, an electrical connector, and a removable screen. The magnet
attracts metallic particles to the detector. When particles bridge the gap between the
magnet and outer shell, they complete a circuit which turns on a caution light on the test
cell panel.
(11) Oil Tank.
The oil tank (Figure 25) is an internal part of the main frame. The oil tank holds 7.3
quarts of oil. The tank has a gravity fill port with screens (1) at the 2 o'clock position
on the main frame. It also has an oil drain plug (4) and a main frame oil strainer (5) at
the 6 o'clock position on the main frame. The oil strainer keeps debris from entering the
oil and scavenge pump inlet. Oil level indicators (3) have ADD and FULL lines which permit
an easy check of oil level. Transfer sleeves (2) allow oil to pass between the main frame
and accessory gearbox without external leakage.
(12) Oil Temperature Detector.
The oil temperature detector mounts on the front of the accessory gearbox (Figure 10). The
detector senses temperature and transmits engine oil temperature signals to the aircraft.
(13) Oil Pressure Transmitter.
The oil pressure transmitter mounts on the front of the accessory gearbox (Figure 10). The
transmitter measures the differential pressure between oil circulating within the engine
and the pressure of B-sump scavenge oil. It then transmits a voltage indication to the
engine oil pressure indicator.
(14) B-Sump Delta Pressure Tube.
The engine lube discharge pressure (B-sump delta pressure system) has an external tube at

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the forward face of the accessory gearbox. This tube connects the oil and scavenge pump
B-sump scavenge screen port to the oil pressure transmitter's reference port fitting and to
the low oil pressure indicator sensor.
(15) FADEC System.
The FADEC system includes:
* Fuel Metering Unit (FMU)
* Fuel Boost Pump
* Fuel Filter and Filter Impending Bypass Components
* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013
* Fuel Pressure Switch
* * * FOR CT7-2E1 MODIFIED TO SB 72-0013
* Torque Identification Plug
* * * FOR CT7-2E1
* Electronic Engine Control Unit (EECU)
* Alternator
* Ignition System
* Thermocouple Assembly
* Two Np/Q Sensors
* Blue Electrical Cable
* Green Electrical Cable
* Anti-Icing Bleed and Start Valve
* P0 Sensor
* P3 Sensors
* Electrical Chip Detector
* Oil Pressure Transmitter
* Oil Temperature Detector
* Low Oil Pressure Indicator Sensor
* Oil Filter Impending Bypass Sensor.
NOTE: The components of the FADEC system are also components of the other engine systems: fuel,
electrical, air, and oil. See the applicable engine system for description and operation
of individual components that are included in the FADEC system.
The control system is a modern dual-channel Full Authority Digital Engine Control (FADEC)
system. The FADEC system, using engine and airframe inputs, controls engine operation. The
system receives inputs from aircraft sensors and cockpit switches and provides indications,
warnings, and diagnostic/failure information to the pilot.
The FADEC electrical system is composed of an Electronic Engine Control Unit (EECU),
permanent magnetic alternator, ignition exciter and igniters, electrical sensors, and
interfacing cables. The FADEC system EECU contains all the computations and control laws
and has the full authority to vary all control inputs to the engine throughout their full
range. The EECU is a dual-channel unit, on-engine mounted, with both channels located in a
single mechanical package. Each EECU channel has a dedicated engine interface connector and
airframe interface connector (see Figure 13).
Both EECU channels contain identical software. One EECU channel operates as the
"in-control" channel providing engine control outputs. The other EECU channel operates as
the "standby" channel processing all inputs and software, but with its engine control
outputs disabled during normal engine operation. In addition, the "standby" EECU channel
shares selected sensor inputs, airframe commands, and FADEC system status information using
a serial cross-channel communication data link to maintain maximum system fault tolerance.
The two EECU channels are electrically separate and self-sufficient, such that a failure of
both channels is unlikely. During normal operation with two capable EECU channels,
in-control software logic will cause the channels to alternate control on each successive
engine start. The EECU receives both hardwired and data bus control commands from the
aircraft and provides both hardwired and data bus signals to the aircraft. In addition, the
electrical harnesses are partitioned so that no flight-critical function will be lost to a
single harness open circuit or short circuit failure condition.
The EECU primary power supply is the permanent magnet alternator (PMA) during engine
operation. Aircraft 28 VDC power is required for starting and provides a backup in the
event of an alternator failure. The alternator has four independent windings: a set of
three-phase power windings for each EECU channel, an ignition power winding, and an
aircraft gas generator speed winding available as a back-up gas generator speed signal.
Engine performance is mainly achieved by controlling engine gas generator speed (Ng),
inter-turbine temperature (ITT), engine torque (Q) and power turbine speed (Np) /
helicopter rotor speed (Nr), with engine fuel flow and scheduling compressor variable
geometry/compressor bleed valve position.
* * * FOR CT7-2E1

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Figure 4 Engine Modules (Typical)

* * * FOR CT7-2E1

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Figure 5 (Sheet 1) Major Engine Components (Typical)

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Figure 5 (Sheet 2) Major Engine Components (Typical)

* * * FOR CT7-2E1

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Figure 6 Inlet Particle Separator - Flow Diagram

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Figure 7 Hot Section Module (Typical Low-Stress Gas Generator Rotor and Stator)
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Figure 8 Power Turbine Module (Typical)

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Figure 9 Power Turbine Drive Shaft Assembly

* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013

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Figure 10 (Sheet 1) Component Locations on Accessory Section Module

* * * FOR CT7-2E1 MODIFIED TO SB 72-0013

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Figure 10 (Sheet 2) Component Locations on Accessory Section Module

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Figure 11 (Sheet 1) Fuel System Schematic

* * * FOR CT7-2E1 MODIFIED TO SB 72-0013

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Figure 11 (Sheet 2) Fuel System Schematic

* * * FOR CT7-2E1 NOT MODIFIED TO SB 72-0013

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Figure 12 (Sheet 1) Electrical Schematic

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Figure 12 (Sheet 2) Electrical Schematic

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Figure 13 (Sheet 1) Electrical System Diagram

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Figure 13 (Sheet 2) Electrical System Diagram

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Figure 14 Turbine Gas Temperature Electrical Schematic

* * * FOR CT7-2E1

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Figure 15 (Sheet 1) Air System - Schematic

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Figure 15 (Sheet 2) Air System - Schematic

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Figure 15 (Sheet 3) Air System - Schematic

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Figure 15 (Sheet 4) Air System - Schematic

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Figure 16 Anti-Icing Airflow - Schematic

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Figure 17 Anti-Icing Bleed and Start Valve (At or Above 87% Ng)
* * * FOR CT7-2E1

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 18 Anti-Icing Bleed and Start Valve (Low Power)

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 19 T2 Airflow - Schematic

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 20 Oil System Schematic

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 21 Emergency Oil System

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 22 Engine Main Bearings and Sumps

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 23 Oil and Scavenge Pump

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 24 Electrical Chip Detector

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CT7-2E MAINTENANCE MANUAL GEK112043-02 - Rev 3, 06/30/2020
MM 72-00-00 ENGINE - DESCRIPTION AND OPERATION

Figure 25 Oil Tank

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