Rolls-Royce M250-B17F Training Manual

Rolls-Royce M250-B17F
Training Manual
Revision 1

7 August 2015

This manual is for training purposes only. The training guide material is not
to be used as a supplement to, or in lieu of, any maintenance publications
for the subject engine.

This technical data and the information embodied herein is the property of and proprietary
to Rolls-Royce Corporation, and shall not, without prior written permission of Rolls-Royce
Corporation, be disclosed in whole or in part to third parties. This legend shall be included
on any reproduction of this data in whole or in part.

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Table of Contents

Introduction ............................................................................................................................................................... 1 thru 28

Accessories Location ............................................................................................................................................. 29 thru 34
Compressor Assembly ............................................................................................................................................ 35 thru 46
Combustion Assembly............................................................................................................................................. 47 thru 50
Gas Producer Turbine Assembly ............................................................................................................................ 52 thru 58
Power Turbine Assembly ........................................................................................................................................ 59 thru 66
Turbine Cooling and Balance Air ............................................................................................................................. 67 thru 70
Gas Producer Gear Train ........................................................................................................................................ 71 thru 78
Power Turbine Gear Train ....................................................................................................................................... 79 thru 82
Torquemeter............................................................................................................................................................ 83 thru 86
Reduction Gearbox ................................................................................................................................................. 87 thru 92
Lubrication System ................................................................................................................................................ 93 thru 100
Oil Pump and Oil Filter Assemblies ..................................................................................................................... 101 thru 106
Airflow and Combustion ...................................................................................................................................... 107 thru 110
Compressor Surge .............................................................................................................................................. 111 thru 112
Compressor Bleed Air and Anti-icing Systems .................................................................................................... 113 thru 120
Electrical Components ........................................................................................................................................ 121 thru 126
Fuel System Introduction..................................................................................................................................... 127 thru 130
Fuel Pump, Fuel Filter, Fuel Nozzle ................................................................................................................... 131 thru 138
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Fuel and Control System .................................................................................................................................... 139 thru 152

Power Control System ........................................................................................................................................ 153 thru 158
Prop-Power Turbine and Overspeed Governors……………..……………………………………….……………….159 thru 168
Beta Valve Operation .......................................................................................................................................... 169 thru 176

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1. INTRODUCTION • COMPRESSOR STAGE: Consists of a rotor and a stator.

The rotor blades accelerate the air into the stator vanes. The
The M250 series turboprop engine is an internal combustion vanes decrease the velocity and increase the static pressure
gas turbine engine featuring a free power turbine. The engine of the air.
consists of a combination axial centrifugal compressor; a single
can-type combustor; a turbine assembly which incorporates a • TURBINE STAGE: Consists of a stator and a rotor. The
two-stage gas producer turbine, a two-stage power turbine, and stator vanes (nozzle) accelerate the exhausting gases into
an exhaust collector; an accessory gearbox which incorporates the rotor blades, and the blades absorb energy from the
a gas producer gear train and a power turbine gear train; and a gases.
reduction gearbox that incorporates a planetary gear train.
• COMPRESSOR AND TURBINE STAGES NUMBERING:
The following definitions apply to this engine:
Numbered in direction of airflow. The compressor axial
• FRONT. The compressor and reduction gearbox end of the stages are numbered 1 through 4, with the 1st stage at the
engine. front and the 4th stage at the rear. The turbine rotor stages
are numbered 1 through 4, with the 1st stage at the rear and
• REAR: The combustion end of the engine. the 4th stage at the front of the engine (progression in
direction of airflow).
• TOP: The ignition exciter, fuel pump side of the engine.
• MAIN BEARING NUMBERING: Numbered 1 through 8, a
• BOTTOM: Determined by scavenge oil outlet fittings, burner front-to-rear direction. Compressor rotor bearings are Nos. 1
drain plug, and the exhaust gas outlets. and 2; the spur adapter gear shaft bearing is No. 2-1/2;
helical power train drive (pinion) gear bearings are Nos. 3
• RIGHT AND LEFT. Determined by standing at the rear of
and 4; power turbine rotor bearings are Nos. 5 and 6; and
the engine and facing forward.
gas producer turbine rotor bearings are Nos. 7 and 8. There
• DIRECTION OF ROTATION: Determined when standing at is a total of nine main bearings.
the rear of the engine and facing forward. The gas producer
turbine, power turbine and compressor rotors rotate in a
clockwise direction.

• ACCESSORIES ROTATION: Determined by facing the

accessory-mounting pad.

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Major Assemblies of the engine are as follows: struts, through the struts, and between the walls of the hub.
Anti-icing air is exhausted out of slots on the trailing edges of
• Compressor Assembly the struts and out of holes in the hub. The flow of the hot anti-
• Combustion Assembly icing air keeps the temperature of the compressor front support
above the freezing point of water and, thus, the engine is anti-
• Turbine Assembly iced.
The compressor rotor front (No. 1) bearing is housed and
• Accessory Gearbox Assembly
supported in the compressor front support. Pressure oil for
• Reduction Gearbox Assembly lubrication is delivered to the No. 1 bearing through a tube in the
upper strut of the compressor front support. Oil is scavenged
• COLD SECTION: Consists of the compressor, accessory from the compressor front support through a tube in the bottom
gearbox, and reduction gearbox assemblies strut. A radial ring type carbon seal is used to prevent oil
leakage from the compressor front support.
• HOT SECTION: Consists of the combustion and turbine
assemblies. The compressor rotor assembly is a combination axial-
centrifugal type with four axial stages and one centrifugal stage.
1.1 Compressor Assembly The axial stages are precision-cast combination wheel and
blade assemblies, and the centrifugal stage consists of a forged
The compressor assembly consists of a compressor front
titanium impeller. The wheel and blade assemblies are made
support assembly, compressor rotor assembly, compressor
from stainless steel. The compressor rotor front (No. 1) bearing
case assembly, and compressor diffuser assembly.
is housed in the compressor front support, and the compressor
The compressor front support, fabricated from stainless steel, rotor rear (No. 2) bearing is housed in the compressor rear
has seven hollow radial struts brazed to a double wall outer skin support. The No. 2 bearing serves as the thrust bearing for the
and a double wall hub. The struts are designed to direct and compressor rotor assembly.
distribute air into the compressor rotor in an efficient manner.
The compressor case assembly consists of an upper case and
Operation of the engine in icing condition can result in
a lower case. These cases, cast from stainless steel, have
undesirable ice formations on the compressor front support.
flanges at the front, rear, and the split lines. The compressor
Therefore, the engine is equipped with a hot air type anti-icing
front support is secured to the front flange, and rear flange is
system. If icing conditions are encountered, the pilot turns on
secured to the front flange of the bleed manifold. The upper and
the anti-icing system, and hot compressor discharge air is
lower cases are retained together at their split line flanges. The
directed to one port on the compressor front support. Hot air
compressor assembly houses and retains the compressor vane
flows between the walls of the outer skin, into the hollow radial
assemblies. The stainless steel vanes have inside diameter and
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outside diameter bands. The outside band provides bolt airflow from the outward to a rearward direction. Compressor
retention to the compressor case, and the inside band serves as discharge air tubes deliver compressed air from the outlet of the
the rotor labyrinth seal stator. The rotor labyrinth seal stator has elbows to the combustion outer case. There are two labyrinth
a silicon aluminum coating adjacent the rotor labyrinth seal knife type seals in the compressor rotor rear (No. 2) bearing area.
edges. The compressor case halves are silicone aluminum The sealing knives of these labyrinth seals are located on the
coated at the compressor rotor blade tracks. To have good rear side of the impeller. The stationary side of the labyrinth
compressor efficiency, it is necessary to have minimum seals is an integral part of the rear support. One of these
clearance between the rotor blade tips and case. The use of labyrinth seals serves as an air seal that minimizes the leakage
silicone aluminum in the case provides for minimum rotor blade of compressor discharge air. The air, which leaks past the air
tip clearance. If the blade tips contact the silicon aluminum, the seal, enters a cavity formed by the impeller and rear diffuser.
coating will be abraded or worn away without damage to either This cavity is vented overboard of the engine through the
the case or the blades. diffuser vent tube. A small amount of air flows rearward from
this cavity through the other labyrinth seal and into the interior of
In order for the engine to have good acceleration
the accessory gearbox. Thus, this labyrinth seal serves as an oil
characteristics, it is necessary to bleed air off the compressor at
seal for the No. 2 bearing because the airflow through the seal
lower compressor pressure ratios. The compressor bleed
prevents oil leakage. The rear support slip fits into an opening of
manifold assembly has provisions for mounting a bleed air
the accessory gearbox, and it is retained to the accessory
control valve that bleeds air off between the fourth axial stage
gearbox by five bolts. The diffuser scroll has four ports from
and the centrifugal impeller during starting and all engine
which air can be bled or compressor discharge air pressure
operation at lower pressure ratios.
sensed. One of these ports is a customer bleed air port, and the
The compressor impeller is housed within the compressor rear remaining ports are utilized by the anti-icing air valve, fuel
support on the back side and the shroud housing on the front control system pressure sensing, and compressor bleed air
side. The impeller discharges its air into the compressor diffuser control valve pressure sensing.
assembly and then into the diffuser scroll. For good efficiency,
there must be minimum impeller front face clearance. Therefore, 1.2 Combustion Assembly
aluminum graphite is applied to the contoured shroud housing. If The combustion assembly is composed of the combustion outer
the impeller should contact the shroud housing, the aluminum case and a combustion liner. The combustion outer case is a
will be abraded or worn away without damage to either the fabricated stainless steel part with tapped bosses for mounting a
housing or impeller. The compressor diffuser assembly has burner drain valve, a fuel nozzle, and a spark igniter. Two
vanes that direct air from the impeller into the diffuser scroll. The burner drain valve bosses are provided. The burner drain valve
scroll collects the air and delivers it to two outlet elbows. Each threads into the boss nearest the gravitational bottom, and the
elbow contains stainless steel turning vanes that redirect the other boss is plugged. The fuel nozzle and spark igniter boss
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are on the rear of the combustion outer casing. The fuel nozzle turbine stages. The gas producer and power turbine rotors are
threads into the boss and extends into the center of the not mechanically coupled, but they are gas coupled, in that the
combustion liner dome. The spark igniter threads into the boss exhausting gases must flow through all four turbine stages. The
and extends into the combustion liner dome. The fuel nozzle power turbine is a free turbine, since it is free to rotate at a
positions and supports the aft end of the combustion liner, and different speed than the gas producer turbine rotor. The free
the spark igniter locates the combustion liner in a circumferential power turbine design has the following advantages:
position. The combustion outer casing is flanged on the front for
1. Added operational flexibility, for there is the freedom of
mounting of the combustion assembly to the gas producer
independent selection of gas producer rotor and power
turbine support. The combustion liner must provide for rapid
turbine rotor speeds.
mixing of fuel and air, and it must control the flame length and
position such that flame does not contact any metallic surface. 2. Improved overall engine performance, because each turbine
can be designed for maximum efficiency at its primary
1.3 Turbine Assembly operating point.
The turbine assembly of the engine is that part of the engine 3. Facilitated engine starts, because the starter does not have
that incorporates the components necessary for the to crank the power turbine and propeller.
development of power and the exhausting of gases. The turbine
assembly has a two-stage gas producer turbine and a two-stage Each turbine rotor assembly must be radially supported and
power turbine. Power to drive the compressor rotor is furnished axially retained. The gas producer turbine rotor rear (No. 8)
by the gas producer turbine rotor through a direct drive. The bearing, which serves as a thrust bearing, is housed in the gas
power turbine rotor converts the remaining gas energy into producer turbine support. The power turbine support houses the
power that is delivered to the power output pads of the engine. gas producer rotor front (No. 7) bearing and the power turbine
Exhausting gases from the power turbine are directed into the rotor rear (No. 6) bearing. These two bearings are for radial
exhaust collector support that provides for exhaust outflow support only. The power turbine rotor front (No. 5) bearing,
through two elliptical ducts at the bottom of the engine. These which serves as a thrust bearing, is housed in the exhaust
ducts are 40 degrees on either side of the vertical centerline. collector support.
The turbine assembly consists of the gas producer turbine The gas producer turbine support has provisions for the delivery
support assembly, gas producer turbine rotor assembly, power of oil to the No. 8 bearing, and the power turbine support has
turbine support assembly, power turbine rotor assembly, and provisions for delivery of oil to the No. 7 and No. 6 bearings.
the exhaust collector support assembly. The exhaust collector support has features for the delivery of oil
to the No. 5 bearing (and seal) from the gearbox oil jets. The
The gas producer turbine consists of the 1st and 2nd turbine gas producer turbine and power turbine supports each have a
stages, and the power turbine consists of the 3rd and 4th
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sump from which oil is scavenged. Oil, which lubricates the No. assembly. The turbine firewall and firewall shield serve as a
5 bearing, drains into the accessory gearbox sump. firewall between the hot and cold sections of the engine.
Labyrinth type and minimum leakage face type oil seals are 1.4 Accessory Gearbox Assembly
utilized in the turbine assembly. Because of their simplicity,
labyrinth seals are used where it is not necessary to withstand a The accessory gearbox is the primary structural member of the
static head of oil. A face type seal has been used only in that engine, as it provides mounting and support for the compressor,
area where a static head of oil may exist due to engine attitude. reduction gearbox, and turbine assemblies. The gearbox
The No. 5 bearing oil seal is a face type seal that consists of a housing, which is the most rigid structural member of the
mating ring seal that rotates and a stationary bellows oil seal. engine, has four cast engine mounting pads. The side pads
The bellows spring-sdfsloads the sealing surface against the must be utilized, and the aircraft manufacturer has his choice of
mating ring seal. The Nos. 6, 7, and 8 bearing oil seals are using either the top or bottom pad to secure the engine. The
labyrinth type seals. accessory gearbox contains most of the lubrication system
components and incorporates two separate gear trains. The
The 1st, 2nd, 3rd, and 4th stage turbine nozzles and internal purpose of the power turbine gear train is to reduce the engine
energy absorbing ring are housed and retained in the gas speed from 33,290 rpm at the power turbine rotor to 6,016 rpm
producer turbine support, power turbine support, and aft end of at the power output pads. The power turbine gear train
the exhaust collector support. The turbine nozzles serve as the incorporates a torquemeter to measure engine output torque.
stators for the turbine assembly. The turbine nozzles increase The power turbine tachometer generator and propeller
the velocity of the exhausting gases and direct the gases at the overspeed governor are driven by the power turbine gear train.
proper angle onto the turbine rotor blades of their respective The gas producer gear train provides drive for the oil pumps,
stages. The internal energy absorbing ring is in radial alignment fuel pump, gas producer fuel control, gas producer tachometer
with the No. 1 gas producer turbine wheel to contain wheel generator, and starter-generator. The accessory gearbox
segments in the unlikely event of a high-energy wheel failure. assembly has a spare accessory-mounting pad. If an accessory
The accessory gearbox assembly has five studs used for the were mounted on this spare pad, it would be driven by the gas
support and retention of the exhaust collector support. The producer gear train. During starting, the starter-generator cranks
power turbine support is flange-mounted to the exhaust collector the engine through the gas producer gear train.
support. The gas producer turbine support is flange-mounted to The accessory gearbox housing and cover are magnesium alloy
the power turbine support. The turbine firewall, a stainless steel castings which house the bearings used to support the power
stamping, is positioned between the accessory gearbox turbine and gas producer gear trains. The oil pump assembly,
assembly and the exhaust collector support. The firewall shield, which incorporates a pressure element and six scavenge
a stainless steel stamping, is positioned above the turbine elements, is mounted within the gearbox and on the housing. An

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oil filter assembly is mounted on and extends into the bottom of gearbox has a torquemeter pressure port. The aircraft
the housing. Oil tubes, along with drilled passages in the manufacturer provides the line that connects this port to the
gearbox housing and cover, are utilized to port pressure oil and aircraft-furnished torque indication system.
scavenge oil as required by the lubrication system. Pressure oil
is filtered and then delivered to oil transfer ports and to oil
1.5 Reduction Gearbox
nozzles within the gearbox. Scavenge elements of the oil pump The reduction gearbox consists of a front housing, a rear
assembly scavenge oil from the compressor front support, gas housing, a planetary reduction gear train, a propeller shaft and
producer turbine support, power turbine support, accessory drive flange, and a planet carrier. The purpose of the planetary
gearbox, and reduction gear sumps. gear train is to reduce the power output gear speed of 6,016
The accessory gearbox provides mounting pads for accessories rpm to 2,030 rpm to drive the propeller. The gear train includes
driven by the power turbine and gas producer gear trains, and a sun gear, a stationary ring gear, and eight planet gears that
mounting locations for the brackets that support the coordinator. are attached to the propeller shaft. The propeller drive flange,
The accessory gearbox has two power output pads, one on the located in the front housing, splines onto the propeller shaft and
front, and the other on the rear side of the gearbox. The front is bolted to the propeller hub assembly. A mounting pad is
pad is used to support the reduction gearbox, and the rear pad provided on the rear housing for the prop-power turbine
provides the mounting location for the propeller Beta valve. governor. The front and rear housings are magnesium alloy
castings bolted to each other with the rear housing bolted to the
The accessory gearbox has an oil inlet port, a scavenge oil accessory gearbox.
return port, oil tank vent port, and an overboard vent port. The
aircraft manufacturer provides the oil tank, oil cooler, and all 1.6 Lubrication System
lines that connect the engine lubrication system to the aircraft oil The lubrication system is a circulating dry sump type with an
supply system. The oil tank is vented to the interior of the external oil tank and oil cooler, both of which are mounted and
gearbox, and the gearbox is vented overboard. furnished by the aircraft manufacturer. This system is designed
The torquemeter, within the accessory gearbox, is in the power to furnish adequate lubrication, scavenging, and cooling as
turbine gear train. The power turbine gear train has helical needed for bearings, splines, and gears regardless of the
gears, which produce an axial thrust on the torquemeter aircraft attitude. Jet lubrication is provided to all compressor,
whenever torque is delivered to the power output gear. The gas producer turbine, and power turbine rotor bearings and gear
axial thrust is directly proportional to the torque transmitted meshes of the power turbine gear train, with the exception of the
through the helical gears. Pressure oil, delivered to the power output shaft bearings. The power output shaft bearings
torquemeter, is metered as required by the torquemeter to and all other gears and bearings are lubricated by oil mist.
counter-balance the axial thrust. Thus, torquemeter pressure is
directly proportional to the output torque. The accessory
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A spur gear type oil pump assembly, consisting of one pressure When the system is in operation, compressor discharge air,
element and six scavenge elements, is mounted within the which has been heated due to compression, will flow through
accessory gearbox. An assembly consisting of an oil filter, filter the anti-icing air valve and tube to the compressor front support
bypass valve, and pressure regulating valve, is located in the passages. Hot air flows between the double wall outer shell and
bottom left-hand side of the accessory gearbox. A check valve into the seven hollow radial struts. The hot air flowing through
is located in the oil filter outlet passage. the radial struts exhausts either out of small slots in the trailing
edge of the struts or out the double wall "bullet nose" hub of the
Oil from the tank is delivered to the pressure pump, which
compressor front support.
pumps oil through the oil filter and then to various points of
lubrication. The check valve is open when the engine is running, 1.8 Compressor Bleed Air System
and closed when engine is not in operation. The system oil
pressure is regulated to 115-130 psig by the pressure-regulating The compressor bleed air system is an entirely automatic
valve. The oil pressure is regulated to this relatively high value system that bleeds air from the 4th stage of the compressor
in order to balance high axial gear thrust in the torquemeter. during engine starting and acceleration, and at low compressor
This high thrust value is necessary to minimize friction effects pressure ratio operation. This system includes a bleed air
and provide accurate measurement of torque. control valve, which is attached to the compressor bleed
manifold, and the necessary plumbing between the diffuser
1.7 Anti-Ice System scroll and the bleed air control valve.
Operation of the engine during icing conditions could result in The bleed air control valve is a modulating pneumatic control
ice formations on the compressor front support. If ice were that bleeds compressor pressure over a specific range of the
allowed to build up, airflow to the engine would be affected and ratio of compressor discharge pressure to ambient pressure.
engine performance decreased. Therefore, the engine has an This valve bleeds compressor pressure at low-pressure ratios to
anti-icing system to prevent ice formation on the compressor unload the compressor in order to prevent compressor stall and
front support. surge.
The anti-icing system includes an anti-icing air valve mounted at 1.9 Ignition System
the left diffuser scroll elbow, one stainless steel line between the
air valve and the compressor front support, and a stainless line Ignition is required only during the starting cycle because the
rearward from the air valve to the anti-ice solenoid valve. The combustion process is continuous. Once ignition takes place,
electric anti-ice solenoid valve is mounted on the left bottom the flame in the combustion liner acts as the ignition agent for
side of the horizontal firewall. The anti-ice system must be the fuel-air mixture.
operated by the pilot. The ignition system is composed of three basic components: a
low-tension capacitor discharge ignition exciter assembly; a
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spark igniter lead; and a shunted surface gap spark igniter. This the gas producer fuel control. This causes fuel flow to go to the
system is powered by the helicopter 28-volt d-c electrical minimum, thus reducing engine speed.
system, but it will function from 14 to 30 volts d-c input. All
components are engine-mounted, connected, and function as
1.12 Fuel System
an integral part of engine. The fuel system includes the following, with their locations:
1.10 Temperature Measurement System • Fuel Pump and Filter Assembly - top rear side of the
An equal resistance branch thermocouple harness assembly accessory gearbox assembly.
with four integral probes is used to sense the temperature of the • Gas Producer Fuel Control - Left rear side of accessory
gases on the outlet side of the gas producer turbine rotor. Each gearbox assembly.
thermocouple probe consists of a single-element, Chromel-
Alumel assembly with a bare wire junction. A d-c voltage, which • Propeller Overspeed Governor - Right rear side of
is directly proportional to the gas temperature it senses, is accessory gearbox assembly.
generated by each thermocouple. The thermocouples and
• Prop-Power Turbine Governor - Top right side of reduction
thermocouple harness provide an average of the four voltages
gearbox.
representative of the turbine outlet temperature (TOT) for
cockpit temperature indication. • Pc Air Filter - Top right side of diffuser scroll.
1.11 Electronic Overspeed System (B17F1 only) • Fuel Nozzle - Center rear side combustion outer casing.
The N2 electronic overspeed system consists of a magnetic • Coordinator - Left side on brackets to the rear of the fuel
speed pickup located in the bottom of the exhaust collector, a control.
control unit (Black Box) that is airframe mounted, and an
electronic overspeed solenoid valve located on the right top side The engine operates on MIL-T-5624F, grade JP-4 or approved
of the horizontal firewall, next to the anti-ice solenoid. The alternates. Refer to applicable manuals on this engine for listing
system is a back-up for the overspeed system in the prop of approved alternates.
overspeed governor. It provides overspeed protection for the The fuel system must deliver metered fuel to the fuel nozzle, as
power turbine in the event of a malfunction of either the prop required, to meet all possible conditions of engine operation
power turbine governor or the N2 gear train. The magnetic either on the ground or in flight. This imposes a number of
pickup will sense excessive turbine speed. After the control unit requirements on the fuel system. The fuel system must:
(Black Box) receives the pickup signal, then the control unit will
activate the overspeed solenoid valve, reducing Py pressure in • Have the capability of starting the engine under all ambient
conditions.
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• Meter fuel to prevent compressor stall and surge. • Provide overspeed protection for the gas producer rotor
system.
• Meter fuel as a function of power lever position.
• Provide overspeed protection for the power turbine rotor
• Meter fuel such that the N2 will be limited to prevent N2 system.
overspeed in the event of power turbine governor
malfunction. • Regulate engine functions during start, acceleration,
governing, deceleration, maximum reverse, and shutdown.
• Provide the means of limiting N1 to approximately 104%.
1.15. Fuel Nozzle
• Provide a means of stopping fuel flow to the engine.
The fuel nozzle has a single entry and a dual outlet orifice. This
nozzle provides a finely atomized spray of fuel at all flow
1.13 Fuel Pump and Filter Assembly conditions required by the engine. It is designed to provide an
The fuel pump and filter assembly incorporates a gear-type optimum spray angle for starting the engine, plus even
pumping element, a filter, and a filter bypass valve. In the event distribution of fuel in the combustion liner. The nozzle is
of unusual fuel contamination, the filter bypass valve opens to equipped with a filter to minimize contamination and
permit continued fuel flow to the pumping element. When the incorporates a metering valve, which also prevents "dribbling" of
engine is in operation, the gas producer fuel control bypasses fuel after shutdown. At the tip of the nozzle, an air shroud
fuel back to the fuel pump assembly. surrounds the dual orifices. The air shroud contains a number of
air holes through which air is directed at high velocity, thus
1.14 Gas Producer Fuel Control & Prop-Power Turbine minimizing the formation of soot around the orifices.
Governor
1.16 Burner Drain Valve
The gas producer fuel control and prop-power turbine governor
provide for a pneumatic-hydraulic mechanical system. This The burner drain valve on the bottom of the combustion outer
system senses gas producer speed (N1), power turbine speed casing is spring-loaded opened. This valve is closed when
(N2), compressor discharge pressure, and power lever position combustion chamber pressure exceeds a predetermined value.
to regulate and maintain fuel flow between established limiting The valve is closed during all engine operation. At engine
values. This system is designed to meet the following shutdown, a spring opens this valve, thus preventing an
requirements: accumulation of fuel in the combustion outer casing.

• Provide speed governing of the power turbine rotor and

propeller assembly.

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2. Fundamentals 250 Series Turboprop Engine factors that determine the power being developed by a turbine
engine is the weight of air that flows through the engine per unit
This engine is an internal combustion engine and, therefore, has of time. Due to this fact, the intake section must offer minimum
the requirement for intake, compression, combustion, and restriction to the flow of air. The intake section must be
exhaust. However, there is no cycle such as in the internal designed such that ice formations cannot result in complete
combustion reciprocating engine that depends upon a power blockage of airflow to the compressor. The intake section must
stroke for the absorption of energy from the gases of also incorporate some means of preventing the entry of foreign
combustion for the development of shaft horsepower. In the objects that could damage the engine. The compressor front
turbine engine, the cycle is continuous, with the combustion support has seven radial struts that serve as entrance guide
process being continuous. The absorption of energy from the vanes to direct air onto the 1st stage compressor blades.
gases of combustion and the development of shaft horsepower
are accomplished in the engine by means of four turbine stages, 2.2 Compressor Section
which are located between the combustion and exhaust The compressor section is that portion of the engine that
sections. The turbines provide the means of extracting gas produces an air pressure rise. The compressor is composed of
energy and converting it into mechanical energy in the form of four axial stages and one centrifugal stage. The 1st stage
shaft horsepower. Therefore, this engine is classified as a "gas compressor rotor blades accelerate the air rearward into the 1st
turbine” engine, and it must have the following operational stage vane assemblies. The 1st stage vane assemblies slow the
sections for producing power: air and direct it into the 2nd stage compressor rotor blades. The
• Intake Section 2nd stage compressor rotor blades accelerate the air rearward
into the 2nd stage vane assemblies, and so on through the
• Compressor Section compressor rotor blades and vanes until air enters the impeller.
The impeller accelerates the air into the scroll, which collects
• Combustion Section
the air and delivers it to two diffusing compressor discharge air
• Turbine Section tubes. The highest total air pressure is at the inlet of the diffuser.
As the air passes rearward through the diffuser and compressor
• Exhaust Section discharge air tubes, the velocity of the air decreases and the
The operational sections of the engine do not necessarily static pressure increases. The highest static pressure is at the
correspond with structural assemblies of the same name. inlet of the combustion section. There will be a slight drop in
total air pressure across the diffuser and compressor discharge
2.1 Intake Section air tubes. The air temperature increases as the air passes from
The intake section consists of the aircraft furnished air inlet the compressor front support through the compressor to the
ducting and the engine compressor front support. One of the diffuser.
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The compressor rotor may be thought of as an air pump. At any airflow per second through the engine will be less than 3.85
specified speed within the designed range of operation, the lb/sec due to decreased volume flow at lower speed. This
volume of air pumped by the compressor rotor will be a definite engine is designed so that the N1 speed varies with the output
amount. The density (weight per unit volume) of the air will power. If output power is increased, N1 speed will increase and
affect the weight of a specified volume of air. Factors that affect vice versa. Thus, the weight of air pumped by the compressor
air density are as follows: rotor is determined by speed (volume of air pumped) and air
density.
1. Compressor Air Inlet Temperature
a. An increased temperature reduces air density. As the air is pumped through the compressor by the rotor, the
air pressure is increased and the temperature of the air is
2. Compressor Air Inlet Pressure increased due to compression. With NACA standard day static
a. An increased pressure increases air density. sea level conditions and 100% N1 speed, the temperature rise
3. Humidity across the compressor (inlet to outlet) is approximately 510ºF,
and the pressure rise is approximately 8.0:1. The compressor
a. An increased humidity level reduces air density. This is a rotor requires a considerable amount of shaft horsepower to
much smaller factor than temperature and pressure pump air and give this air a pressure and temperature rise. On a
changes. standard day, the compressor rotor requires approximately 600
4. Ram shp at 100% speed. The shp required by the compressor rotor
a. An increased ram increases air density. Ram is due to varies directly with air density and N1 speed. The shp required
aircraft forward speed. Air temperature and air pressure by the compressor rotor varies directly with air density and N1
both increase as ram increases, but the increase in speed. The gas producer turbine rotor must develop the
pressure has a much greater effect upon increasing air horsepower required by the compressor rotor.
density than temperature increase has on reducing ft. 2.3 Combustion Section
The air pumped by the compressor is required for the
At 100% N1 speed (50,970 rpm), the compressor rotor pumps combustion of fuel, internal cooling, and mass flow for power
approximately 51 ft3 of air per second. With NACA standard day development. Approximately 20% to 25% of the air is required
static sea level conditions (59ºF outside air temperature, 29.92 to burn the fuel in the combustion process. The remaining air is
Hg. barometric pressure, 0% relative humidity, and 0 ram), air used for cooling. Most of the cooling air enters the combustion
density is .07651 lb/ft3. Thus, 51 ft3/sec times .07651 lb/ft3equals liner in such a manner that the flame pattern is prevented from
approximately 3.85 lb/sec air flow through the engine on a impinging on the wall of the combustion liner. The hot gases of
standard NACA day at sea level conditions and 100% N1 speed.
If N1 is less than 100% speed on a standard day, the weight of
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combustion are cooled by the cooling air, and the cooling air is by the turbines. As the torque developed by the gas producer
heated by the hot gases of combustion. turbine increases, the N1 speed increases. The torque
developed by the power turbine is delivered to the aircraft rotor
Thus, the resulting temperature of the gases delivered to the
system.
turbine section will be within desired limits. The combustion
section must be designed to: The temperature of the gases passing through the turbine is
sensed by means of four thermocouples at the outlet of the gas
1. Provide for efficient combustion.
producer turbine. This temperature is called turbine outlet
2. Enable the engine to be started at all operational altitudes temperature (TOT).
with extremes of ambient conditions.
2.5 Exhaust Section
3. Completely mix cooling air with hot gases of combustion for
a controlled and uniform gas temperature prior to flowing Exhausting gases from the power turbine are directed into the
into and through the turbine section. exhaust collector support, which provides for the exhaust flow at
right angles to the engine centerline, through two elliptical ducts
4. Control flame length, position, and pattern to prevent hot at the bottom of the engine. These ducts are 40 degrees on
spots and/or burning, which would reduce liner life and either side of the vertical centerline. The aircraft manufacturer
efficiency. provides the ducts through which the exhaust gases are ported
5. Prevent carbon formations that would reduce combustion overboard. The engine produces a little jet thrust from the gas
efficiency and shorten liner life. energy remaining in the exhaust gases.
2.6 Starting
2.4 Turbine Section When starting an engine, it is always desirable to have a
The design of the turbine section is such as to take advantage minimum starter load. Thus, it is necessary that an engine be
of impact and reaction of the gases passing through the gas able to be cranked without the propeller imposing any load on
producer and power turbines. Thus, the turbines may be broadly the starter. The free turbine design permits the starter to crank
classified as an impact-reaction type. the gas producer system without any propeller load on the
starter. When a 250 series turboprop engine is started, N1 speed
Varying the fuel flow changes the temperature of the gases will not begin to increase when the starter cranks the engine. N2
passing through the turbine section and, therefore, the amount speed gradually increases as N1 speed increases to idle speed.
of energy in the gas stream. Varying the gas energy will result in Thus, a free turbine allows for stress-free pickup of rotor
a variation of the expansion rate of the gases, as well as a momentum and permits cranking of an engine without the
change in velocity through the turbine. Therefore, any increase propeller imposing a load on the starter.
in gas temperature will result in an increase in torque developed
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2.7 Increase Power Lever 9 Starter Control System for control of starter or starter
generator.
Let us assume that the engine has been started, is running at
stabilized ground idle, and that takeoff power is required. The 10. Starter or Starter Generator for cranking the engine during
operator must move the power lever from ground idle to the starting cycle.
position necessary to obtain the desired torque and TOT without 11. Anti-icing Valve Lever Linkage for the control of the engine
exceeding the limits. When this is done, the gas producer fuel anti-icing system.
control governor spring is reset from the N1 ground idle speed
setting to a higher N1 setting. This results in an increase in N1 List of Common Abbreviations
speed, an increase in N2 speed, and an increase in propeller
blade angle to stabilize at the governed N2 speed. GPFC - Gas Producer Fuel control
GPT - Gas Producer Turbine
2.8 Aircraft-Furnished Parts Required for 250 Series N1 speed - Speed of Gas Producer Turbine
Turboprop Engine Operation N2 speed - Speed of Power Turbine
No. 1 Bearing - Compressor Rotor Front Bearing
1. Power lever and linkage connected to the coordinator.
No. 2 Bearing - Compressor Rotor Rear Bearing
2. Condition lever and linkage connected to the coordinator. No. 3 Bearing - Helical Power Train Drive Gear Front Bearing
No. 4 Bearing - Helical Power Train Drive Gear Rear Bearing
3. Tachometer Indicator and Tachometer Generator for
No. 5 Bearing - Power Turbine Rotor Front Bearing
indication of power turbine (N2) speed.
No. 6 Bearing - Power Turbine Rotor Rear Bearing
4. Tachometer Indicator and Tachometer Generator for No. 7 Bearing - Gas Producer Turbine Rotor Front Bearing
indication of gas producer (N1) speed. No. 8 - Bearing - Gas Producer Turbine Rotor Rear Bearing
5. Gas Temperature Indicator for the indication of gas producer P.T. - Power Turbine
turbine outlet temperature (TOT). P.T.G. - Power Turbine Governor
shp - Shaft Horsepower
6 Torque Indicator for the indication of power delivered to the TOT - Turbine Outlet Temperature
propeller.
7 Oil Pressure Indicator for the indication of engine oil
pressure.
8 Ignition Switch for the control of the ignition system.

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Table 1. Model 250-B17F performance ratings for normal operation.
Maximum allowable
operating limits
Gas Prop Specific fuel Measured Output Measured
Shaft hp Jet thrust generator shaft cons. lb/shp-hr rated gas shaft gas
Rating (min) lb (est) rpm (est) (rpm) (max) temp ºF (max) torque ft-lb temp ºF
Standard static sea level conditions
Takeoff (5 min) 450 42 50654 2030 0.613 1430 1185 1490
Normal cruise (2) 380 37 48907 2030 0.635 1330 983 1385
Cruise A (1), (2) 377 37 48833 2030 0.637 -- 983 1385
Cruise B (1), (2) 314 31 47235 2030 0.673 -- 983 1385
Flight idle 35 est 10 max 33000 -- 75 lb/hr 975±100 -- --

Specific fuel consumption = fuel flow/shp

Design speeds: Gas producer rotor (100%) – 50,970 rpm; power turbine rotor (100%) – 33,290 rpm; prop shaft (100%) – 2030 rpm.
Note (1): Cruise A and Cruise B ratings are at power levels that are 90% and 75%, respectively, of normal cruise power at standard sea level
static conditions, disregarding the torque limit.
Note (2): The permissible output shaft speed range for continuous operation shall be between 80% and 105% of rated speed.

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ACCESSORIES LOCATION
Accessories required for the operation of the 250 series 1. Gas Producer Tach-Generator
turboprop engine can be classified as driven or nondriven. All
driven accessories are mounted on the accessory, or reduction, The gas producer tachometer generator generates an a-c
gearbox and are driven by either the gas producer gear train or voltage with a frequency that is a function of gas producer
the power turbine gear train. turbine rotor (N1) speed. The output of this tachometer
generator is delivered to the gas producer tachometer indicator,
Accessories driven by the Gas Producer Gear Train: which indicates the frequency in terms of N speed.
1. Gas Producer Tachometer Generator
2. Fuel Pump
2. Fuel Pump
The fuel pump assembly consists of one spur gear type pump,
3. Starter-Generator filter, and filter bypass valve. Fuel enters the engine fuel system
4. Gas Producer Fuel Control at the inlet port of the pump and passes through the filter before
entering the gear element. The filter bypass valve allows fuel to
5. Oil Pump Assembly (located inside accessory gearbox) bypass the filter element if it becomes clogged. The bypass
return flow from the fuel control is passed back to the inlet of the
gear element.
Accessories driven by the Power Turbine Gear Train:
3. Starter-Generator
1. Power Turbine Tachometer Generator
The starter-generator is furnished by the aircraft manufacturer
2. Propeller Overspeed Governor
and used as a d-c motor to crank the engine during the starting
3. Prop-Power Turbine Governor cycle. Once the engine is started, the starter-generator functions
as a d-c generator to supply all the electrical needs of the
aircraft, and to keep the battery charged.
4. Gas Producer Fuel Control, Prop Overspeed
Governor, & Prop-Power Turbine Governor
The gas producer fuel control, prop-power turbine governor, and
the propeller overspeed governor function as the engine control
system to provide speed governing of the power turbine rotor
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and overspeed protection for the gas producer and power 8. Ignition Exciter
turbine rotors. The control system is pneumatic-hydraulic-
mechanical and senses N1 and N2 speeds, compressor The ignition exciter receives d-c electrical power during engine
discharge pressure, and power lever and condition lever starting. It provides the necessary ignition currents and voltages
positions to regulate and maintain fuel flow between established through the spark igniter lead to the spark igniter.
limiting values. While a complete discussion of the control 9. Spark Igniter
system is beyond the scope of this write-up, the system
regulates the engine functions during starting, acceleration, The spark igniter, threaded into the combustion outer case,
governing, deceleration, and shutdown and will be covered in extends into the combustion liner. It provides ignition for the
depth in the fuel control and control system sections. fuel-air mixture during engine starts.

5. Power Turbine Tach-Generator 10. Burner Drain Valve

The power turbine tachometer generator generates an a-c The burner drain valve will drain any unburned fuel from the
voltage with a frequency that is a function of power turbine rotor combustion section following an engine shutdown. During an
(N2) speed. The output of this tachometer generator is delivered engine start, the burner drain valve closes when air pressure
to the power turbine tachometer indicator, which indicates the within the combustion section exceeds air pressure outside the
frequency in terms of N2 speed. combustion section by a predetermined value. The valve opens
on an engine shutdown by spring action.
6. Spare Pad
11. Anti-Icing Valve
The spare pad can provide the mounting and drive for an
accessory not required by the engine, but required by the Compressor anti-icing protection is provided by a hot air system.
aircraft. Compressor discharge air is routed from the compressor
diffuser scroll to two fittings on the compressor front support.
7. Beta Control Valve Anti-icing air is then routed through the seven hollow
compressor front support radial struts. A portion of the air
The Beta control valve attaches to the rear side of the
discharges from the vane trailing edges, while the remainder is
accessory gearbox and extends through the reduction gearbox
discharged from four holes in the forward end of the compressor
into the propeller hub. It is used to maintain blade angle position
front support hub (bullet nose).
control during taxi and reverse thrust operation. Some aircraft
do not use a Beta control valve.

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12. Bleed Air Control Valve turbine governor, the propeller speed governor, and the
propeller Beta control valve.
The compressor bleed air system is an entirely automatic
system that bleeds air from the shroud housing of the Two coordinator control levers—the power lever and the
compressor during engine starting and acceleration, and at low condition lever—are provided for effecting control of the engine
compressor pressure ratio operation. This system includes a during all phases of operation.
bleed air control valve attached to the compressor bleed
manifold, as well as the necessary plumbing between the
diffuser scroll and the bleed air control valve.
The bleed air control valve is a modulating pneumatic control
that bleeds compressor pressure over a specific range of the
ratio of compressor discharge pressure to ambient pressure.
This valve bleeds compressor pressure at low pressure ratios to
unload the compressor in order to prevent compressor stall and
surge.
13. Fuel Nozzle
The fuel nozzle atomizes and injects fuel into the combustion
liner at the proper spray angle.
14. Start Counter
The start counter may be used to provide assistance with the
recording of engine starts. The counter is actuated by the input
power to the ignition exciter, thus if a start attempt does not
result in ignition, the counter may record an event that does not
count as an engine cycle.
15. Coordinator
The coordinator is a mechanical control device that coordinates
the functions of the gas producer fuel control, the prop-power

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COMPRESSOR ASSEMBLY
The compressor assembly consists of the following: torque is transmitted through the rotor wheels by the friction of
Compressor Front Support, Compressor Case, Diffuser the interference fit. The wheels and the impeller are held
Assembly, Diffuser Scroll, Shroud Housing and Rear Support, together by a tie bolt that is inserted from the rear. The tie bolt
Front Diffuser, Rear Diffuser, Rotor, Rotor Bearings, Oil Seals, threads into the 1st stage wheel, and its head contacts the
and Vent. impeller. The tie bolt is positively locked by the spline adapter,
which has a female hexagon section to match the wrenching
The Compressor Front Support is a fabricated sheet metal
hex on the tie bolt. The spur adapter gearshaft splines into the
component consisting of a double-wall outer skin, seven hollow
spline adapter and it is retained by a retaining ring that fits
radial struts, and a double-wall inner hub that provides mounting
inside the spline adapter. The individual wheel assemblies are
for the compressor rotor front (No. 1) bearing and oil seal
statically balanced. The compressor rotor and spline adapter
assembly. The compressor front support is made of stainless
are balanced by removing material from the front of the 1st
steel, and its parts are joined by a braze process. Pressure oil is
stage wheel and rear of the impeller. The forward edge of the
delivered through a tube within the upper left strut for lubrication
impeller has air entrance holes so high-pressure air can flow
of the No. 1 bearing. Oil is scavenged from the No. 1 bearing
forward through the hollow rotor to provide operating air for the
through a tube within the bottom strut. During icing conditions,
No. 1 oil seal. The gas producer turbine rotor drives the
the anti-icing valve delivers hot compressor discharge air to one
compressor rotor via the turbine to compressor coupling, the
fitting on the compressor front support. Anti-icing air is
spur adapter gearshaft, and the spline adapter. The gas
distributed around the support through the cavity formed by the
producer gear train within the accessory gearbox is driven by
double-wall outer skin. Anti-icing air flows from this cavity into
the spur adapter gearshaft gear.
the hollow struts and is exhausted either through slots on the
trailing edge of the struts or through the forward position of the The compressor case assembly is investment cast stainless
double-wall inner hub. The struts of the compressor front steel. Two case halves make up the assembly; they are a
support serve as entrance guide vanes, as these direct inlet air matched pair. The inside of the case assembly is coated with
into the compressor rotor 1st stage blades. silicone aluminum to provide an abradable coating. This coating
provides a minimum clearance for the compressor rotor in order
The compressor rotor incorporates four axial stages and one
to achieve maximum compressor efficiency. The compressor
partially shrouded centrifugal stage. The wheels are made from
vane band assemblies are bolted to the case halves. Each vane
stainless steel by the precision investment casting method. The
has an inner diameter band to act as an air seal adjacent to the
impeller is a one-piece titanium forging. The wheels are
compressor rotor.
assembled with interference fits on their pilots. The driving

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The stainless steel compressor shroud housing, rear support compressor assembly to the front of the accessory gearbox
assembly, diffuser scroll assembly, and compressor bleed housing. The amount of shims in thousandths of an inch is
manifold assembly are held together by percussive studs on the marked on each mounting pad at each location.
front and rear of the stainless compressor diffuser assembly.
The split inner race No. 2 ball bearing, oil slinger, and seal are
The bleed manifold has a flange for mounting the compressor
retained on the impeller shaft by a. left-hand spanner nut. The
case halves, a cooling air fitting for N2 speed pickup (B17F1 No. 2 ball bearing radially supports and axially positions the
only), and a flange for mounting the bleed valve adapter. The compressor rotor for correct running clearances inside the
contoured interior surface of the compressor shroud housing shroud housing and compressor case assembly. The No. 2
has an abradable aluminum graphite coating. The face bearing outer race is oil squeeze film dampened to reduce
clearance of the impeller is controlled by this coating and by compressor vibration. The outer race is housed in the
shims at the No. 2 bearing location. Air coming off the impeller compressor rear support, is retained axially by an internal
passes through the diffuser assembly and into the diffuser scroll retaining ring, and is prevented from rotating by a key in the rear
assembly. The diffuser scroll collects and directs air into two support. The oil slinger throws oil away from the No. 2 bearing
elbows of the scroll. Each elbow contains two turning vanes to air/oil labyrinth seal. Steel shims are required on the impeller
turn and direct air into the compressor discharge air tubes. shaft between the oil slinger and No. 2 bearing split inner race
Attached to the right front and top of the compressor scroll are to adjust internal compressor running clearances relative to the
fittings for the Pc air line to the fuel control system, a fitting for impeller and rear side of the shroud [Link] adjustment is
the pneumatic bleed valve, and a flange for the anti-ice air obtained at initial build of the compressor at overhaul.
valve. An airframe bleed air flange is provided on the right and
on the lower left of the compressor diffuser scroll assembly. The No. 1 bearing housing is retained in the compressor front
support by a threaded stud and self-locking nut. Alignment for
The compressor rear support serves as the mounting structure oil passages in the bearing housing is provided by a steel pin.
for the compressor. Located on the rear support are five Two (O-ring) seals prevent oil leakage from between the
mounting pads that mount the compressor assembly to the bearing housing and the front support. Pressure oil, delivered to
accessory gearbox housing. The rear support and impeller form the upper left strut of the front support, flows through a tube in
two labyrinth seals. The knife-edge labyrinth seals form a cavity the strut to the bearing housing lubricating the No. 1 bearing.
for high-pressure air to contain No. 2 bearing lubricating oil in The bearing housing allows for scavenge oil to flow through and
the gearbox. A No. 2 bearing vent orifice is provided to control out the six o’clock strut of the compressor front support. The No.
the labyrinth seal air pressure. An O-ring oil seal is provided on 1 bearing oil seal is a radial ring type carbon seal. Fourth-stage
the outer flange of the rear support, where it inserts into the air flowing from within the rotor is vented from the No. 1 bearing
accessory gearbox. Shims are used under four of the five into the compressor air path. This flow of air inside the
mounting pads to provide perpendicular alignment of the compressor rotor prolongs compressor life by equalizing the
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compressor rotor internal temperature. The seal mating ring,

No. 1 bearing inner race, and steel washer are retained on the
1st stage compressor wheel shaft by a self-locking nylon cap
nut. The No. 1 bearing outer race is retained in the bearing
housing with an internal retaining ring. Located in a groove of
the bearing housing between the No. 1 bearing outer race and
the bearing housing itself are vibration damper segments.
These segments, made of spring steel, reduce compressor
vibration by allowing the rotor to spin on it’s center of mass.
The No. 1 bearing is a crowned roller bearing providing radial
support for the front of the compressor rotor.
A small crowned roller bearing aft of the compressor in the
gearbox, referred to as the 2-1/2 bearing, is used to support the
spur adapter gearshaft in relation to the power turbine pinion
gear. The inner race of the 2-1/2 bearing is pressed onto the
spur adapter gearshaft. The bearing outer race is located in the
pinion gear and secured with an internal retaining ring.

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COMBUSTION ASSEMBLY
The two identical compressor discharge air tubes are fabricated fuel nozzle centers the combustion liner relative to the outer
stainless steel assemblies with a groove on the aft end. A two- combustion case. The spark igniter circumferentially positions
piece split ring seal assembly fits in the groove and seals the the liner in the outer combustion case. The outer case has two
tube to the combustion outer case. Each air tube is then burner drain valve bosses. The burner drain valve is threaded
retained to the outer combustion case by a retaining ring. The into the drain boss nearest the gravitational bottom of an
forward end of the tube has a six-bolt flange for attachment to installed engine. The other drain boss is plugged.
the diffuser scroll outlet elbow, with the metal-to-metal interface
The combustion liner, a fabricated stainless steel assembly, is
forming the air seal. Just aft of the bolt flange each tube
positioned at the rear by the fuel nozzle and spark igniter. It is
incorporates an integral shrouded expansion bellows to
supported and positioned at the front by the 1st stage turbine
eliminate tensional stress on the tubes in operation when the
nozzle shield. The combustion liner is designed to control flame
engine grows slightly in length due to operating temperatures.
length and position within the liner. The dome portion of the liner
The turbine firewall is a stainless steel sheet metal stamping is designed to provide a rapid fuel-air mixing area. Most of the
that serves as a vertical firewall between the turbine assembly air delivered to the combustion section flows to the inside of the
and the accessory gearbox through which the discharge tubes combustion liner, but a small percentage remains outside the
must pass. combustion liner. This air is delivered to the turbine section,
where it is used for cooling and as gas producer turbine rotor
The outer combustion case is a fabricated stainless steel
balance air.
assembly that is secured to the gas producer turbine support. It
houses the combustion liner and forms the outer wall of the The burner drain valve drains overboard any fuel that tries to
combustion section. The combustion section of the engine has a collect in the combustion section after engine shutdown. The
unique air entry. Compressor discharge air is delivered through valve is lightly spring-loaded open. It closes when air pressure
the two diffusing compressor discharge air tubes to inlet ports within the combustion section exceeds external air pressure by
on either side of the outer combustion case. An air distribution a predetermined value.
basket, within and a part of the outer case, has holes through
which air can flow to the plenum that surrounds the combustion
liner. The outer combustion case has internally threaded bosses
that provide for the mounting of a fuel nozzle, a spark igniter,
and a burner drain valve. The fuel nozzle and spark igniter
thread into the boss on the rear of the combustion outer case,
and these extend into the dome of the combustion liner. The

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GAS PRODUCER TURBINE ASSEMBLY

The turbine section of the engine incorporates a two-stage gas from this area. An external retaining ring locks the oil sump in
producer turbine and a two-stage power turbine. Power to drive the gas producer turbine support.
the compressor rotor and gas producer gear train is provided by
The 1st stage nozzle is a fabrication of three stainless steel
the gas producer turbine rotor (N1). The power turbine rotor (N2)
parts. The basic nozzle portion is an investment casing of vanes
develops the power to drive the aircraft propeller. The two
and inner and outer supporting bands. Five of the vanes have
turbine rotor assemblies are not mechanically coupled, but they
extended edges that are open to permit assembly around the
are gas-coupled: exhaust gases flow through all four turbine
gas producer turbine support struts. These openings are
stages.
sometimes referred to as saddles. The flange portion has
The gas producer turbine support is a one-piece, stainless steel, tapped holes for the five bolts that retain the 1st stage nozzle to
investment casting. It consists of a hub with five hollow radial the gas producer turbine support. The flange and the basic
struts and a cylindrical flanged case. The gas producer turbine nozzle casting are attached to a flexible sheet metal diaphragm
support serves primarily as a casing for the turbine operating that permits axial and radial thermal growth of the 1st stage
gas and as the rear supporting structure for the gas producer nozzle relative to the support. The diaphragm has several small
turbine rotor. The outer race of the No. 8 bearing and the stator holes that transfer cooling air to the rear of the 1st stage wheel.
portion of the No. 8 bearing labyrinth seal are retained in the
The 1st stage turbine nozzle shield, a stainless steel assembly,
hub of the gas producer turbine support by a retaining plate and
is retained in the gas producer turbine support by the first stage
oil sump nut combination.
nozzle and two positioning plugs. These plugs thread into
Two of the five hollow struts are utilized by the lubrication bosses and extend through the gas producer turbine support
system. The gas producer turbine support oil pressure tube into the nozzle shield. The outer band of the nozzle shield is
delivers pressure oil through the upper left strut to the No. 8 joined to the dome section by five strut air shields. The air
bearing oil nozzle that is interference-fit in the gas producer shields are sometimes called saddles because these fit around
turbine support. the gas producer turbine support struts. The air shields have
mating flanges that slip inside the 1st stage nozzle saddles.
The oil nozzle then sprays oil onto the No. 8 bearing. This
Thus, the gas producer turbine support struts are shielded from
lubricating oil drains to the bottom of the gas producer turbine
exhaust gases, and cooling air can flow around the struts and
support oil sump, and exits through the bottom strut to a
inside the saddles to a cavity on the front of the 1st stage
scavenge oil fitting attached to the strut outlet. The oil sump nut,
turbine nozzle shield dome. The front end of the combustion
which is externally threaded, threads into the gas producer
liner slips over the band of the 1st stage turbine nozzle shield.
turbine support. A metallic U-ring gasket prevents oil leakage
Exhaust gases from the combustion liner are directed into the
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1st stage nozzle by means of the 1st stage turbine nozzle to the power turbine support upper-right 1 o'clock strut and the
shield. The dome of the 1st stage turbine nozzle shield has a right 3 o'clock strut.
double wall, used to shield the gas producer turbine support oil
The No. 6 bearing outer race, a bearing spacer, and the No. 7
sump.
bearing outer race are housed in the power turbine support. An
The 2nd stage nozzle is fabricated of two stainless steel parts. A internal retaining ring secures these parts in the support. The
sheet metal diaphragm is attached to and supports the nozzle power turbine support has two internal grooves that are used to
section. The nozzle section is an investment casting of hollow locate damper segments around the bearings. Eight damper
vanes and inner and outer bands. Fore and aft extensions on segments (mass isolators) are in each of these grooves. These
the outer bands form the shroud rings over the 1st and 2nd damper segments contact the outer races of the No. 6 and No.
stage blades. The hollow vanes provide passages for delivery of 7 bearings, and permit the each of the two turbine rotor
cooling air to the front of the 1st stage wheel. The diaphragm of assemblies to rotate on its mass center rather than its geometric
the 2nd stage nozzle shrouds the sealing "knives" on the 1st center. This results in less vibration.
and 2nd stage wheels where they face-spline together. The 2nd
The gas producer turbine rotor consists of the 1st and 2nd stage
stage nozzle must be installed between the 1st and 2nd wheels
wheels, splined adapter, tie bolt, and spanner nut. Both wheels
prior to the balance of the gas producer turbine rotor. Therefore,
are investment castings of a nickel alloy. The blades are cast
the 2nd stage nozzle becomes a part of the gas producer
integrally with the wheels. The wheels incorporate sealing
turbine rotor assembly.
knives, bearing shafts, splines, threads, and balance stock as
The gas producer turbine support case has two flanges. The machined features. The 1st stage wheel has a bearing shaft that
rear flange provides for attachment to the combustion outer extends rearward. The No. 8 bearing and the rotating part of its
case. The front flange has 16 equally spaced slots. Eight slots labyrinth seal are retained on this bearing shaft by a spanner
are for locating the 2nd stage nozzle circumferentially and nut. The front of the 1st stage wheel has face-type (curvic
radially. The remaining eight slots locate and retain the internal coupling) splines that mate with similar splines on the rear face
energy absorbing ring, positioning it in radial alignment with the of the 2nd stage wheel. Sealing knives are machined on both
No. 1 gas producer turbine rotor wheel. In the event of an N1 wheels where they spline together. The diaphragm portion of
overspeed wheel failure, the energy of the fragmented wheel the 2nd stage nozzle shrouds these sealing knives, and the
will be absorbed by the energy ring to minimize damage beyond resulting labyrinth seal controls the flow of cooling airflow over
the engine casing. The 2nd stage nozzle and internal energy the front face of the 1st stage wheel and the rear face of the 2nd
absorbing ring have tangs that fit into the 16 slots. The outside stage wheel. The 2nd stage wheel has a bearing shaft that
diameter of the gas producer support has an air annulus that extends forward. The No. 7 bearing, an oil slinger, and the
transfers high-pressure air from within the gas producer support rotating part of the No. 7 bearing air-oil seal are retained on this
bearing shaft by a spanner nut. The front of the 2nd stage wheel
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has one set of sealing knives machined as part of the wheel.

The power turbine support shrouds these sealing knives and the
rotating part of the No. 7 bearing air-oil seal to form three seals.
One of these labyrinth seals serves as an oil seal for the No. 7
bearing, and the other two labyrinth seals minimize leakage
from the thrust balance chamber on the front side of the 2nd
stage wheel. The forward end of the 2nd stage wheel bearing
shaft has external splines. The splined adapter is held on the
2nd stage wheel, and the 1st and 2nd stage wheels are retained
together by a tie bolt and spanner nut. Balance stock is
removed from the 1st and 2nd stage wheels for balancing of the
rotor.
The gas producer turbine rotor must be radially supported and
axially retained. The No. 8 bearing, housed in the gas producer
turbine support, serves as the thrust bearing, and it radially
supports the aft end of the gas producer turbine rotor. The No. 7
bearing, housed in the power turbine support, provides radial
support for the forward end of the gas producer turbine rotor.
During operation, the gas producer turbine rotor has a high
forward thrust loading. To minimize the axial load on the No. 8
bearing, high-pressure air is extracted from the gas producer
turbine support and delivered to the thrust balance chamber on
the front side of the 2nd stage wheel.
The torque output of the gas producer turbine rotor is delivered
to the compressor rotor via the turbine to compressor coupling.
This coupling, internally splined from end to end, mates with a
splined adapter at the rear and the compressor rotor spur
adapter gearshaft at the front. This gearshaft has a gear that
drives the gas producer gear train in the accessory gearbox.

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POWER TURBINE ASSEMBLY

The power turbine support is a one-piece, stainless steel, The oil sump cover is retained to the power turbine support by
investment casting. It consists of a hub with five hollow radial six bolts. The threaded end of these bolts terminates in a
struts and a cylindrical flanged case. Additional details are cylindrical dowel, which is used to locate the 3rd stage nozzle
brazed to the casting to provide the necessary oil seals, vent radially and circumferentially. The oil sump cover is sealed to
passages, and air tubes. The power turbine support serves the power turbine support by two metallic U-ring gaskets at its
primarily to contain the turbine operating gas and provides the inner and outer radii. Another very small metallic U-ring is
supporting structure for the front of the gas producer turbine between the sump cover and the power turbine support. This U-
rotor and the rear of the power turbine rotor. The outer race of ring prevents leakage of air delivered from the balance chamber
the No. 7 bearing, a bearing spacer, and the No. 6 bearing are through the power turbine support and to the oil sump cover.
retained in the hub of the power turbine support by an internal This air is used by two labyrinth seals formed by the oil sump
retaining ring. The hub bore has two damper segment slots. In cover and the 3rd stage wheel sealing knives.
each slot are eight damper segments. The damper segments
Oil, used to lubricate the No. 6 and No. 7 bearings, is retained
contact the outer races of the No. 6 and No. 7 bearings. There
within the power turbine support oil sump by two labyrinth seals.
is a small clearance between the outer races of these bearings
One of these seals is formed by the power turbine support and
and the bore of the power turbine support hub. Thus, the
the front set of sealing knives on the shaft of the 2nd stage
damper segments permit each of the two turbine rotor
wheel. The other seal is formed by the oil sump cover and the
assemblies to rotate on its mass center rather than its geometric
labyrinth seal, which is separate piece, but a part of the power
center. This results in less vibration.
turbine rotor. In order for these labyrinth seals to prevent the
Two of the five hollow radial struts are utilized by the lubrication loss of oil, it is necessary to establish a labyrinth seal pressure
system. The power turbine support oil pressure tube fits through that is somewhat above the air pressure within the power
the upper left strut. This tube has an oil jet that delivers oil to turbine support oil sump. As long as this pressure differential is
lubricate the No. 6 and No. 7 bearings. This lubricating oil drains maintained, air will flow through the labyrinth seals and into the
through the bottom strut into the external scavenge oil sump. oil sump. Labyrinth seal pressure is established by air that leaks
Two of the five hollow radial struts are used to deliver gas past two other labyrinth seals. One of these seals is formed by
producer turbine rotor balance air to the balance chamber. Two the power turbine support and the rear set of sealing knives on
slots on the inside diameter of the power turbine support deliver the seal located around the shaft of the 2nd stage wheel. The
gas producer turbine rotor balance air through the upper-right other seal is formed by the oil sump cover and sealing knives on
and right struts to the balance chamber formed by the power the rear face of the 3rd stage wheel. Excess air, delivered into
turbine support and front face of the 2nd stage wheel.
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the labyrinth seal pressure chamber, is vented through 3rd and section is an investment casting of vanes and inner and outer
4th stage wheels and into the exhaust collector support. bands. The diaphragm shrouds labyrinth seal knives on the front
face of the 3rd stage wheel. The outer band of the 4th stage
The 3rd stage nozzle is a one-piece, stainless steel investment
nozzle has fore and aft extensions that shroud the 3rd and 4th
casting with vanes and an inner and outer band. The inner band
stage wheels. The 4th stage nozzle is radially and
has six cutouts, or slots, that pilot on the dowel ends of six bolts
circumferentially positioned by eight tangs on the nozzle outer
that retain the oil sump cover. The 3rd stage nozzle has five
band that engage slots in the rear flange of the power turbine
special vanes similar to those on the 1st stage nozzle, which are
support. The 4th stage nozzle must be installed between the 3rd
cored open to permit assembly around the power turbine struts.
and 4th stage wheels prior to the balance of the power turbine
These cored openings are sometimes called saddles.
rotor. Therefore, the 4th stage nozzle becomes a part of the
The 3rd stage nozzle shield, fabricated of a nickel alloy, has an power turbine rotor assembly.
outer band, an inner band, and five strut air shields. The air
The power turbine rotor consists of power turbine coupling outer
shields are sometimes called saddles because these fit around
nut, power turbine shaft, power turbine coupling inner nut, 4th
the power turbine support struts. The air shields have mating
stage wheel, metallic ring gasket, 3rd stage wheel, labyrinth
flanges that slip inside the 3rd stage nozzle saddles. The outer
seal, and the power turbine coupling bearing inner race. The 3rd
band of the 3rd stage nozzle shield slip-fits into the 2nd stage
and 4th stage wheels are made of nickel alloy investment
nozzle, where it shrouds the 2nd stage blades. The inner and
castings. The blades and shroud ring around the blade tips are
outer bands of the 3rd stage nozzle shield slip-fit into the inner
cast integral integrally with the wheels. The wheels are splined
and outer bands of the 3rd stage nozzle. Thus, the 3rd stage
together with face-type (curvic coupling) splines. The wheels
nozzle shield directs exhaust gases from the gas producer
and labyrinth seal are clamped together by the tubular power
turbine into the 3rd stage nozzle.
turbine coupling bearing inner race and the power turbine
The power turbine support has four thermocouple mounting coupling inner nut that threads onto it. The rearmost part of the
bosses. Thermocouples extend through these bosses, the power turbine coupling bearing inner race is the inner race of
power turbine support, and 3rd stage nozzle shield into the gas the No. 6 bearing. The power turbine shaft is splined to the 4th
stream. The thermocouples sense the temperature of gases at stage wheel, and this nut retains the power turbine shaft to the
the outlet of the gas producer turbine rotor. 4th stage wheel. The rear face of the 3rd stage wheel has two
The thermocouples are a part of the turbine outlet temperature sets of labyrinth seal knives that run in the oil sump cover to
(TOT) indicating system. prevent excessive leakage of air into the power turbine support
oil sump. The front face of the 3rd stage wheel has labyrinth
The 4th stage nozzle is a fabrication of two nickel alloy parts. A seal knives that form a seal at the inner diameter of the 4th
sheet metal diaphragm supports the nozzle section. The nozzle stage nozzle. This labyrinth seal serves as an interstage seal

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between the 3rd and 4th stage wheels. Cavities within the between the exhaust collector support hub, where it fits over the
power turbine rotor and drilled holes in the wheel shafts provide accessory gearbox cover.
a passage for labyrinth seal vent air transfer from the power
The turbine firewall is between the exhaust collector support
turbine support to the exhaust collector support. A metallic ring
and the accessory gearbox cover. The upper section of the
gasket is incorporated between the 3rd and 4th stage wheels to
exhaust collector support has horizontal sheet metal extensions.
prevent pressurization of the labyrinth seal vent system by the
The turbine firewall is retained to the upper section by two bolts.
turbine operating gas.
The front end of the firewall shield slips around the rear of the
The power turbine shaft to pinion gear coupling is splined on upper section. The firewall shield, a stainless steel sheet metal
either end. It splines into the power turbine shaft and into the stamping, is retained by two bolts that thread into two fireshield
helical power train drive (pinion) gear. This coupling transfers brackets on the exhaust collector support to power turbine
torque from the power turbine rotor to power turbine gear train in support splitline. The gas producer turbine support pressure oil
the accessory gearbox. fitting passes through the firewall shield and provides additional
support for the shield. Accessories mounted on the rear of the
The exhaust collector support, a fabrication of stainless steel
accessory gearbox operate in a cooler area because the firewall
castings and sheet metal, performs many functions: it supports
shield minimizes the radiation of heat into the accessory area.
the aft portion of the engine; it contains the exhaust gas
collector and outlets; and it supports the No. 5 bearing. The The power turbine thrust plates, bellows oil seal, outer race of
exhaust collector duct, made from sheet metal, surrounds a the No. 5 bearing, and spacer are retained in the exhaust
center tube that shields the power turbine shaft from the collector support by an internal retaining ring. The seal mating
exhaust gases. The duct is divided into two outlets, each leg ring and the inner race of the No. 5 bearing are retained on the
discharging downward and 40 degrees from the vertical front end of the power turbine shaft by a spanner nut. The
centerline. The structural portion of the exhaust collector bellows oil seal assembly incorporates a carbon-face seal and a
support is a casting that forms the bearing support and seal bellows. When the above parts have been installed in the
housing, and it has integral struts attaching to a segmented exhaust collector support and on the power turbine shaft, the
mounting flange. This flange is attached to the rear flange bellows is slightly compressed with the carbon ring against the
through sheet metal formed to approximately a semicircular mating ring. This interface is the dynamic seal that prevents oil
upper section and a fan-shaped bottom strut that passes from migrating into the exhaust collector. The No. 5 bearing is a
between the exhaust outlet ducts. The exhaust collector support ball bearing that serves as the power turbine rotor thrust
is retained to the accessory gearbox cover by five studs that bearing.
pass through the front flange. The power turbine support is
bolted to the rear flange. A preformed packing provides a seal

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TURBINE COOLING AND BALANCE AIR

Air is required for cooling certain components in the turbine and pump oil than there is oil present to be pumped. Consequently,
to balance the forward thrust of the gas producer turbine rotor. air will be pumped out of the sump with the oil. The resultant
Not all the air delivered to the combustion outer case flows to pressure differential across the No. 8 bearing labyrinth seal
the interior of the combustion liner. A small percentage flows causes air to flow through the seal and into the oil sump. Thus,
forward in the annular passage around the combustion liner. airflow through the seal prevents oil leakage out of the oil sump.
This air is delivered to the gas producer turbine support, where
Cored passages through the vanes of the 2nd stage turbine
it is metered and directed as required, for cooling air and
nozzle transfer cooling air from an annular chamber to the
balance air.
downstream side of the 1st stage turbine wheel via holes on the
The 1st stage turbine nozzle and 1st stage turbine nozzle shield rear of the 2nd stage turbine nozzle inner band. Most of this
each have saddles, which fit together to form annular passages cooling air flows toward the base of 1st stage turbine wheel
around the five radial struts of the gas producer turbine support. blades, where it joins the main exhaust gas stream. A small
Cooling air flows through these annular passages toward the amount of this cooling air flows over the front face of the 1st
centerline of the engine into a cavity formed by the 1st stage stage turbine wheel, through a labyrinth seal, and over the rear
turbine nozzle shield, 1st stage turbine nozzle, gas producer face of the 2nd stage turbine wheel, then into the main exhaust
turbine support oil sump, and the hub section of the gas gas stream. The labyrinth seal is formed by the 2nd stage
producer turbine support. The 1, 3, and 9 o'clock radial struts turbine nozzle, which has a diaphragm that shrouds the
have additional slots on the leading edge directing cooling air labyrinth seal knives on the 1st and 2nd stage turbine wheels.
into this cavity, which reduces the strut temperature and the
Gas producer turbine rotor balance air is extracted from the gas
thermal dimensional changes of the support. The diaphragm
producer turbine support. The 2nd stage nozzle outside
portion of the 1st stage turbine nozzle has holes that meter the
diameter has a balance air annulus that transfers the balance
cooling air delivered to the rear face of the 1st stage turbine
air to two slots in the power turbine support. The power turbine
wheel. Most of this cooling air flows toward the base of the 1st
support has five hollow radial struts. Two of these struts deliver
stage turbine wheel blades, where it joins the main exhaust gas
the balance air into the thrust balance chamber formed by the
stream. Some of this cooling air flows toward the centerline of
power turbine support and the 2nd stage turbine wheel. The
the engine over the rear face of the 1st stage turbine wheel to
power turbine support and the 2nd stage turbine wheel form
the gas producer turbine rotor rear (No. 8) bearing labyrinth
three labyrinth seals. The front face of the 2nd stage turbine
seal. Oil delivered to the No. 8 bearing is scavenged out of the
wheel has three sets of labyrinth seal knives that are shrouded
gas producer turbine support oil sump. The pump, which
by the power turbine support. Air leakage from the thrust
scavenges oil from this sump, has a much greater capacity to
balance chamber is minimized by two of these labyrinth seals.
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Airflow through one of the seals flows toward the base of the restrictor to minimize the flow of air out of the labyrinth seal
2nd stage turbine wheel blades, where it joins the main exhaust pressure chamber into the labyrinth seal vent passages.
gas stream. Airflow through the other seal supplies air used for Because of the restrictor, the labyrinth seal pressure is
labyrinth seal pressure. The air pressure in the thrust balance somewhat higher than the pressure within the power turbine
chamber acting on the front face of the 2nd stage turbine wheel support oil sump. Because of this air pressure differential, air
works against the forward thrust of the gas producer turbine flows through the two labyrinth seals into the oil sump, thus
rotor. Thus, balance air reduces the axial loading on the No. 8 preventing oil leakage out of the oil sump. The oil sump is
bearing. vented to the interior of the accessory gearbox through the
annular passage around the outside of the turbine to
The power turbine support oil sump cover shrouds two sets of
compressor coupling.
rotating labyrinth seal knives: the rotating labyrinth seal has one
set of knives; and the rear face of the 3rd stage turbine wheel The temperature of the gases in the 3rd and 4th turbine stages
has the other set of these knives. Air from the thrust balance is low enough that it is not necessary to provide cooling air to
chamber is delivered through a passage that will introduce the front face of the 3rd stage turbine wheel or to the 4th stage
balance chamber air to the oil seal cavity, thus reducing the flow turbine wheel. However, a labyrinth seal between the 4th stage
of hot turbine gas around the oil seal. A small amount of this air turbine nozzle and the power turbine rotor is necessary to
in the oil seal cavity can flow in two directions: one toward the minimize the flow of exhaust gases over the front face of the 3rd
3rd stage wheel, the other toward the oil sump cover. The oil stage turbine wheel and the rear face of the 4th stage turbine
sump cover has a drilled passage that will introduce balance wheel. This labyrinth seal is formed by the rotating knives on the
chamber air to the oil seal cavity, thus reducing the flow of hot 3rd stage turbine wheel and the diaphragm portion of the 4th
turbine gas around the oil seal. A small amount of this air in the stage turbine nozzle. The 3rd and 4th stage turbine wheel
oil seal cavity can flow in two directions: one towards the 3rd blades have shrouds with rotating knives that are shrouded by
stage wheel, the other toward the oil sump cover. the 4th stage turbine nozzle. These labyrinth seals minimize the
leakage of exhaust gases past the tips of the 3rd and 4th stage
Most of the air used to establish the labyrinth seal pressure is
turbine blades.
supplied from the thrust balance chamber through the labyrinth
seal formed by the power turbine support and the 2nd stage
turbine wheel. Oil is retained in the power turbine support oil
sump by two labyrinth seals that utilize the labyrinth seal
pressure. One of these labyrinth seals is formed by the power
turbine support and the 2nd stage turbine wheel; the other is
formed by the oil sump cover and the rotating labyrinth seal.
The rotating labyrinth seal has a shoulder that serves as a
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GAS PRODUCER GEAR TRAIN

The accessory gearbox assembly consists of a gearbox retained by a retaining ring in a groove in the aft end of the
housing, gearbox cover, gas producer gear train, power turbine impeller shaft. To simplify later explanations, a number has
gear train, oil pump assembly, oil filter assembly, and the arbitrarily been assigned to each gear in the following graphic.
necessary oil tubes to provide pressure and scavenge oil as The gas producer gear train incorporates the following gears
required by the lubrication system. with gear ratios and speeds indicated.
The gearbox housing and gearbox cover support the gas
producer and power turbine gear trains. Since these two
structural pieces are magnesium alloy castings, they contain
steel bearing cages that are pinned in place. The gears in the
two gear trains are straddle-mounted, cantilever-mounted, or
spindle-mounted. A straddle-mounted gear has a bearing on
either side of the gear. A cantilever-mounted gear has its
bearing or bearings on one side of the gear. A spindle-mounted
gear houses its single bearing, which is on a spindle. Some of
the gears in the gearbox are compound gear assemblies. A
compound gear assembly consists of one gearshaft with two
gears on it. A gearshaft is a one-piece assembly that consists of
a shaft and gear, or gears.
The gas producer turbine rotor develops the torque required to
drive the compressor rotor and the gas producer gear train. The
turbine to compressor coupling transfers torque from the gas
producer turbine rotor to the spur adapter gearshaft. The spur
adapter gearshaft transfers torque to the splined adapter of the
compressor rotor. The gas producer gear train is driven by the
spur gear that is integral to the spur adapter gearshaft. The
turbine to compressor coupling splines onto the gas producer
turbine rotor splined adapter, and onto the spur adapter
gearshaft bridging the gap between the two. The spur adapter
gearshaft splines into the compressor splined adapter, and is
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IDENTIFYING
NUMBER ON
CHART NAME OF GEAR GEAR RATIO RPM AT 100%

1 Spur Adapter Gearshaft 1 to 1 50,970

2 Spur Fuel Control and Oil Pump Gearshaft 0.2024 to 1 10,316

3 Spur Fuel Control Gearshaft 0.0824 to 1 4,200

4 Spur Gas Producer Train Idler Gearshaft 0.1507 to 1 7,700

(Centrifugal Breather Gear)

5 Spur Starter-Generator Gearshaft 0.2361 to 1 12,034

6 Spur Gas Producer Train Idler Gear 0.0728 to 1 3,711

7 Spur Gas Producer Train Idler Gear 0.0728 to 1 3,711

8 Spur Fuel Pump Drive Gearshaft 0.0728 to 1 3,711

9 Spur Gas Producer Train Idler Gear 0.0728 to 1 3,711

10 Spur Accessory Drive Gearshaft 0.0728 to 1 3,711

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Gear 1, which always rotates at N1 speed, is the drive gear for driven by gear 8, drives gear 10. The cantilever-mounted gear
the gas producer gear train. Gear 2 is a straddle-mounted 10 can furnish drive for an accessory mounted on the pad aft of
compound gear that drives gear 3. The cantilever-mounted gear this gear. This pad is generally referred to as the spare pad,
3 drives the gas producer fuel control on the rear of the since the engine does not have an accessory mounted on it. If
gearbox, the oil pump assembly within the gearbox, and the gas the installation requires it, the aircraft manufacturer can install
producer tachometer generator on the front of the gearbox. A an accessory on the spare pad. If the spare pad is not utilized, it
splined coupling transfers torque from gear 3 to the spur oil will be covered.
pump and gas producer tachometer gearshaft. This gearshaft, a
The gears and bearings of the gas producer gear train are
part of the oil pump assembly and not shown on the chart,
lightly loaded and do not require much oil for lubrication. These
drives the pressure oil pump, the scavenge oil pumps, and the
gears and bearings are lubricated by oil vapor within the
gas producer tachometer generator when mounted on the
accessory gearbox. Oil vapor in the oil tank is vented to the
gearbox housing.
interior of the gearbox. The oil, used to lubricate the power
Gear 4, driven by gear 3, is a compound straddle-mounted gear. turbine gear train gears and bearings, torquemeter, and main
The oil tank is vented to the interior of the accessory gearbox, bearings numbers 2, 3, 4, and 5, must be scavenged. As this oil
and the accessory gearbox is vented overboard through holes in drains to the accessory gearbox oil sump, it contacts rotating
the web of this gear. These holes allow air to flow from the parts, which adds to the oil vapor supplied from the oil tank.
gearbox interior to the center of the shaft of gear 4. The shaft
A spring-loaded lip-type seal, referred to as a plain encased
delivers this vented air to the overboard vent portion on the left
seal, is around each accessory drive shaft. The plain encased
side of the gearbox cover below the starter-generator drive pad.
seals serve as oil seals to prevent oil leakage at the following
Since gear 4 rotates, it serves as an air-oil separator to
accessory drive pads: (1) gas producer fuel control, (2) gas
minimize the loss of oil vapor through the overboard vent.
producer tachometer generator, (3) starter-generator, (4) fuel
Gear 4 drives gears 5 and 6. Gear 5, a cantilever-mounted gear, pump, and (5) the spare pad. In the event of excessive leakage,
drives the starter-generator during engine operation. When an any of these five seals can be replaced without disassembling
engine is started, the starter-generator delivers torque to gear 5, the gearbox. A plain encased seal, around the shaft of gear 4,
which, in turn, transfers torque through gears 4, 3, and 2 to gear prevents oil leakage into the overboard vent port. This seal is
1. Thus, gear 1, which is on the spur adapter gearshaft, drives within the gearbox and can be replaced only by disassembling
the gas producer rotor system whenever the engine is cranked. the gearbox.
Gears 6, 7, and 9 are identical spindle-mounted gears that
serve as idler gears. Gear 7, driven by gear 6, drives gear 8.
The cantilever-mounted gear 8 drives the fuel pump. Gear 9,

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POWER TURBINE GEAR TRAIN

The power turbine rotor develops the torque required to drive Gear 11, which always rotates at N1 speed, serves as a pinion
the power turbine gear train. The turbine shaft to pinion gear gear to drive the power turbine gear train. Gear 11 is a straddle-
coupling transfers torque from the power turbine rotor to the mounted gear with its bearings housed and retained in a steel
helical power train drive (pinion) gear. This coupling splines into cage that is pinned in the gearbox cover. The straddle-mounted
the power turbine shaft at the rear, and into the pinion gear at compound gear 12 is driven by gear 11. Gear 12 drives the
the front. To simplify later explanations, a number has arbitrarily straddle-mounted compound gear 13. The shaft of gear 13
been assigned to each gear in the power turbine gear train delivers power to the sun gear, located in the reduction gearbox.
diagram. The power turbine gear train incorporates the following The spindle-mounted gear 14, driven by gear 13, drives gear
gears with gear ratios and speeds as indicated: 15. The straddle-mounted gear 15 drives the power turbine
tachometer generator on the front of the gearbox and the
propeller overspeed governor on the rear of the gearbox.

IDENTIFYING NUMBER
ON CHART NAME OF GEAR GEAR RATIO RPM AT 100% N2

11 Helical Power Train Drive (Pinion) 1 to 1 33,290

Gear
12 Helical Torquemeter Gearshaft 0.3012 to 1 10,027
13 Helical Power Takeoff Gearshaft 0.1807 to 1 6,016
14 Spur Power Train Idler Gear 0.1518 to 1 5,053
15 Spur Power Train Tachometer and
Governor Gearshaft

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At 100% N2 speed, the power turbine rotor rotates at 33,290 The remaining gears and bearings of the power turbine gear
rpm, and the power output shaft of gear 13 rotates at 6,016 rpm. train are lubricated by oil vapor in the accessory gearbox.
This reduction in speed is accomplished in two steps, or stages,
Plain encased seals are utilized to prevent oil leakage out of the
of gear reduction. Gear 11 and the larger gear of gear 12
accessory gearbox. A plain encased seal is a spring-loaded lip-
provide a 1st stage reduction of 3.21 (33,290 rpm to 10,386
type seal that contacts the drive shaft. This type of seal is used
rpm). A small gear of gear 12 and gear 13 provide a 2nd stage
at the following pads: (1) rear power output, (2) power turbine
reduction of 1.560:1 (10,386 rpm to 6,016 rpm). These two
tachometer generator, and (3) propeller overspeed governor. In
stages of reduction provide an overall reduction of 5.532:1
the event of excessive leakage, any of these seals can be
(33,290 rpm to 6,016 rpm).
replaced without disassembling the accessory gearbox.
Helical gearing is incorporated in the two stages of gear
reduction. Helix angles are such that both stages of reduction
produce a forward axial thrust on gear 12 during normal
operation. If friction is neglected, this axial thrust is directly
proportional to the torque transmitted through the gears. Gear
12 is a part of the torquemeter. The forward thrust of gear 12 is
resisted by oil pressure. The oil pressure required to counteract
the forward thrust of gear 12 is a function of the transmitted
torque. Thus, the greater the torque transmitted, the higher the
oil pressure within the torquemeter. This oil pressure is sensed
by an aircraft-furnished system that provides the operator with
an indication of the power output of the engine. A more
complete description of the torquemeter and its operation may
be found in the torquemeter section of this manual.
The helical power train drive gear front bearing is referred to as
the No. 3 bearing, and the helical power train drive gear rear
bearing is referred to as the No. 4 bearing.
Some of the gears and bearings of the power turbine gear train
require oil for lubrication and cooling. Therefore, oil jets direct oil
onto the 1st and 2nd stages of gear reduction, the No. 3
bearing, the No. 4 bearing, and the bearings in the torquemeter.

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TORQUEMETER
The torquemeter is incorporated in the accessory gearbox to The accessory gearbox housing has a cast passage which
provide a hydraulic pressure signal that is directly proportional delivers pressure oil to a cavity formed by the support shaft and
to output torque. The power turbine gear train has two stages of shaft support. Two 0-ring packings prevent oil leakage out of
helical gearing. The 1st stage reduction is accomplished by the this cavity. One packing is around the front end of the support
helical power train drive gear driving the larger diameter gear on shaft, and the other is between the support shaft and shaft
the helical torquemeter gearshaft. The 2nd stage reduction is support. Pressure oil is ported from this cavity to the two roller
accomplished by the smaller-diameter gear on the helical bearings and to the torquemeter piston. Thus, the roller
torquemeter gearshaft driving the helical power take-off bearings are lubricated, and the torquemeter is provided with
gearshaft. Helix angles are such that both stages of reduction regulated engine pressure oil. The torquemeter piston has a jet
produce a forward axial thrust on the helical torquemeter that delivers oil from the torquemeter oil chamber onto the ball
gearshaft. If friction is neglected, this axial thrust is directly bearing.
proportional to the torque transmitted through the gears.
A ball bearing transmits helical gear thrust from the rotating
The torquemeter assembly incorporates two roller bearings that helical torquemeter gearshaft to the nonrotating torquemeter
provide radial support for the helical torquemeter gearshaft. One piston. The piston has an anti-rotation pin that contacts an anti-
bearing fits around the support shaft, and the other fits around rotation pin on the flange of the support shaft.
the shaft support. Each bearing has a two-piece inner race. The
The piston is free to slide axially on the non-rotating and axially
support shaft, flat washer, and one of the bearings are retained
retained support shaft. The sliding piston serves as a variable
to the accessory gearbox housing by the support shaft nut.
position valve that admits regulated engine pressure oil from the
Safety wire is used to lock the support shaft nut to an anchor
support shaft to the oil chamber formed by the piston and the
cast on the housing. An internal flared washer positions an 0-
flange on the support shaft. The flange has an external groove
ring packing. The shaft support, thrust washer, and the other
that houses a piston ring and expander.
bearing are retained to the accessory gearbox cover by a
slotted spanner nut. The support shaft and piston are arranged such that an increase
in gear thrust increases the piston inlet port opening. Since the
A key washer is used to lock the spanner nut. An 0-ring packing
outlet openings of the piston remain constant, the pressure
prevents oil leakage where the shaft support extends through
inside the oil chamber is directly proportional to torque.
the gearbox cover. The rear end of the support shaft fits inside
Pressure in the oil chamber is directed to the torquemeter
the shaft support. A headed pin in the gearbox cover properly
pressure sensing port on the front of the accessory gearbox.
positions the support shaft and shaft support in the gearbox.
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The aircraft manufacturer provides the torque indicating system

that converts the pressure sensed at this port into an indication
of torque output.
During a stabilized power condition, the axial thrust force, acting
on the piston, is counter-balanced by the torquemeter pressure
in the oil chamber. Let us assume that the torque output of the
engine is increased. This results in increased axial thrust acting
on the piston and an unbalanced condition on the piston. The
piston is moved forward slightly to increase the piston inlet port
opening. With a larger opening, there is less restriction to the
flow into the oil chamber yet the outflow remains the same.
Thus, the pressure in the oil chamber increases until its force,
acting on the piston, counterbalances the axial thrust acting on
the piston. When the two forces are equal, the piston stops
moving, and the pressure in the oil chamber will be higher than
it was prior to the torque increase. The torquemeter indicating
system, sensing a higher pressure, registers the increased
torque.

Conversely, if engine torque is decreased, as in a descent from

altitude, the axial thrust from the torquemeter gearshaft will
decrease. The existing pressure in the piston assembly will
momentarily push the piston rearward while at the same time
decreasing the opening for oil to flow into the chamber. This will
result in a lower torquemeter pressure sensed at the gearbox
torquemeter port, and displayed to the operator.

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REDUCTION GEARBOX
The reduction gearbox assembly mounts at the power output from the propeller bevel gear mounted around the propeller
pad on the front of the accessory gearbox. The internal shaft.
planetary gear assembly reduces the input speed from the
The propeller speed is established by the planet gear train
accessory gearbox of 6,016 rpm to 2,030 rpm at the propeller
reduction. The sun gear, which rotates at the power output
drive flange. The propeller bolts to the propeller drive flange at
speed, rotates inside the eight planetary gears. The planetary
the front end.
gears are attached to the propeller shaft and revolve inside a
The reduction gearbox assembly consists of a front housing, a stationary ring gear. This provides an overall reduction from
rear housing, a sun gear, eight planet gears, a ring gear, planet 6,016 rpm input to 2,030 rpm output at the propeller shaft.
carrier, a propeller shaft, a propeller drive flange, and several
attaching parts.
The sun gear is in the rear housing and splines into the
accessory gearbox power output gear. The front and rear
housings are magnesium alloy castings. The gears, bearings,
shafts, etc., are made of steel.
The eight planetary gears are attached to the rear flange of the
propeller shaft. Eight planet gear-and-bearing assemblies are
attached between the propeller shaft flange and planet carrier
plate. The ring gear has a flange and planet carrier plate. The
flange is between the front and rear housings. The propeller
shaft is supported in the front housing by an aft ball bearing and
a forward roller bearing. The propeller governor drive bevel gear
splines onto the propeller shaft aft end and is retained by a
spanner nut. The propeller drive flange splines onto the
propeller shaft forward end, and is retained by a spanner nut.
A mounting pad for the propeller-power turbine governor is near
the top on the rear housing. The drive is delivered to the pad by
the propeller governor drive assembly, which transfers the drive

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Long Sun Gear Shaft

PTO Shaft Retaining Rings

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LUBRICATION SYSTEM
The lubrication system was designed to furnish adequate 2. Compressor Rotor Rear (No. 2) Bearing
lubrication, scavenging, and cooling as needed for bearings,
3. Helical Power Train Drive (Pinion) Gear Front (No. 3
splines, and gears at all operational conditions of flight and
Bearing
altitude. The system is a circulating and dry sump type with an
external reservoir and oil cooler, both of which are mounted and 4. Helical Power Train Drive (Pinion Gear Rear (No. 4)
furnished by the aircraft manufacturer. Bearing
The torquemeter in the 250 series engine gearbox is a hydraulic 5. Power Turbine Rotor Front (No. 5) Bearing
type torquemeter that uses the engine lubrication system as its 6. Power Turbine Rotor Rear (No. 6) Bearing
oil (hydraulic) pressure source. To minimize friction effects and
provide accurate measurement of torque, the axial gear thrust 7. Gas Producer Turbine Rotor Front (No. 7) Bearing
on the helical torquemeter gearshaft is high. System pressure 8. Gas Producer Turbine Rotor Rear (No. 8) Bearing
must always be greater than the torquemeter oil pressure.
Therefore, it is necessary to regulate the system oil pressure to 9. No. 5 Bearing Bellows Oil Seal
the relatively high value of 115–130 psi. 10. 1st Stage Gear Reduction where the Pinion Gear and the
Oil pressure is a function of: (1) volume flow, (2) restriction to large gear on the Helical Torquemeter Gearshaft come
flow, and (3) viscosity. Volume flow from the pressure element "out of mesh."
is determined by N1 speed; volume flow increases as N1 speed 11. 2nd Stage Gear Reduction where the small gear on
increases. Restriction to flow is determined by the size of the Helical Torquemeter Gearshaft comes "out of mesh" with
passages, lines, and nozzles. Viscosity or fluid friction is a the Helical Power Takeoff Gearshaft.
function of oil temperature. Thus, if the oil temperature and
restriction to flow remain constant, oil pressure will increase with 12. Turbine to Compressor Coupling Splines
increases in N1 speed until the regulated oil pressure of 115-130 13. Torquemeter Front Roller Bearing
psi is reached. Further increases in N1 speed do not result in
further increases in pressure because the pressure-regulating 14. Torquemeter Rear Roller Bearing
valve bypasses oil back to the inlet of the pump. 15. Torquemeter Ball Bearing
Components of the 250-B17 engine, which have pressure oil 16. Spur Adapter Gearshaft Bearing (No. 2-1/2)
delivered to them for lubrication and cooling, are as follows:
17. Prop Shaft Ball and Roller Bearings
1. Compressor Rotor Front (No. 1) Bearing
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18. Planet Gears and Bearings 2. Oil Outlet Port - Delivers oil scavenged from the engine to
the aircraft oil cooler. Located on front of gearbox housing
The remaining gears and bearings in the accessory gearbox
on the left side. A one-way check valve is threaded into the
and reduction gearbox are lubricated by the air-oil mist present
opening.
within the gearboxes.
3. Oil Pressure Sensing Port - Connected to aircraft-furnished
The 250-B17 engine has the following scavenge oil sumps:
engine oil pressure indicating system. Located on front of
1. Compressor Front Support Sump gearbox housing on the left side.
2. Two Accessory Gearbox Sumps 4. Oil Tank Vent Port - Aircraft oil tank vents through this port
3. Power Turbine Support External Sump to the interior of the gearbox. Located on front of the
gearbox housing on left side.
4. Gas Producer Turbine Support Sump
5. Overboard Vent Port - Used to vent interior of gearbox
5. External Reduction Gearbox Sump overboard. Located on upper left side of gearbox cover.
A gear type pressure and scavenge pump assembly, consisting 6. Torquemeter Pressure Sensing Port - Used by aircraft-
of one pressure element and six scavenge elements, is furnished torque indicating system. Located in front of the
mounted within the accessory gearbox. An assembly containing gearbox housing by the power turbine tachometer generator
an oil filter, filter bypass valve, and a pressure-regulating valve pad.
is in the bottom left-hand side of the gearbox housing. The
gearbox housing and cover are magnesium alloy castings that The pressure element, in the oil pump assembly, pumps oil from
have passages for pressure and scavenge oil. The accessory the gearbox oil inlet port to the oil filter. Filtered oil is then
gearbox assembly incorporates a number of oil transfer tubes. directed to the pressure-regulating valve. Other than during
External stainless steel tubes are used to transfer pressure and starting and low N1 speed operation, the outlet of the pressure
scavenge oil. Passages in the accessory gearbox castings, the element is in excess of engine requirements, and the pressure
reduction gearbox castings, the oil transfer tubes, and the regulating valve controls system pressure to 115-130 psi by
external tubes port pressure and scavenge oil, as required by bypassing the oil back to the inlet to the pressure element. The
the lubrication system. filtered and regulated oil is delivered through a one-way check
valve into the gearbox housing "header" passage, and to the oil
The accessory gearbox has the following oil system ports pressure sensing port.
connected to aircraft-furnished lines:
Filtered oil is delivered into the gearbox header passage. The
1. Oil Inlet Port – Receives oil from aircraft oil tank. header passage, a cast passage in the gearbox housing,
delivers oil to the following:
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1. Pressure oil port on the left side of the gearbox housing. A pressure oil port on the left rear of the gearbox cover delivers
oil through tubes, a one-way check valve, and a screen to the
2. Pressure oil port on the left rear side of the gearbox cover
gas producer and power turbine supports. The power turbine
via an oil transfer tube within the gearbox.
support delivers oil to a nozzle that directs oil onto the No. 6 and
3. A screen and then an oil delivery tube within the gearbox No. 7 bearings. The gas producer turbine support delivers oil to
cover via an oil transfer tube within the gearbox. a nozzle that directs oil onto the No. 8 bearing.
4. Pinion bearing oil nozzle via the oil delivery tube, passage in The oil delivery tube within the gearbox has four nozzles that
gearbox cover, and passage in pinion bearing cage. The direct oil to the following:
pinion bearing oil nozzle, attached to the pinion bearing
1. No. 2 Bearing
cage, is on the outside of the gearbox. However, when the
exhaust collector support is attached to the gearbox cover, 2. 1st Stage Gear Reduction
the pinion bearing oil nozzle is within the exhaust collector
3. No. 3 Bearing and the Spur Adapter Gearshaft Bearing
support and in front of the power turbine rotor front (No. 5)
bearing. 4. Spur Adapter Gearshaft Holes. Oil, which enters the holes,
is used to lubricate the splines of the turbine to compressor
5. Oil pressure tube within the gearbox and attached to the
coupling
gearbox housing.
The pinion bearing oil nozzle assembly has three nozzles that
6. Torquemeter assembly within the gearbox and between the
direct oil to the following:
gearbox housing and cover.
1. No. 4 Bearing
The pressure oil port on the left front side of the gearbox
housing delivers oil through a tube to the reduction gearbox tee 2. No. 5 Bearing
fitting on the lower right side. This provides the oil to lubricate 3. No. 5 Bearing Bellows Oil Seal. This oil is used for cooling
the bearings and gears inside the gearbox, plus the oil source the seal and adjacent components. This is done to minimize
for the prop-power turbine governor on the top of the gearbox. oil coking in this area.
From the tee and a connecting tube, oil is then directed to the
pressure reducer into the compressor front support and on to The oil pressure tube within the gearbox directs oil onto the
the No. 1 bearing. Since the No. 1 bearing is lightly loaded and gears of the 2nd stage gear reduction. Oil, delivered to the
in a cool area, it requires little oil for lubrication and cooling. torquemeter, enters a cavity formed by the torquemeter support
Therefore, a pressure reducer is used as a metering device to shaft and shaft support. Oil from this cavity is delivered to three
control the amount of oil delivered to the No. 1 bearing. small ports that supply oil to: (1) torquemeter front roller bearing,
(2) torquemeter rear roller bearing, and (3) torquemeter piston.
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The torquemeter piston delivers oil into the torquemeter oil vents the gearbox to the overboard vent port. The spur gas
chamber formed by the piston and the support shaft. The producer train idler gearshaft serves as the air-oil separator. It
torquemeter piston has a small hole that delivers oil from the has radial holes in the web portion of the gear that port to the
torquemeter oil chamber to the ball bearing. The pressure in the interior of the shaft and then to the overboard vent port. This
torquemeter oil chamber is a function of the torque output of the gearshaft rotates, and any air vented from the gearbox must
engine—the greater the torque, the higher the pressure. flow radially toward the center of the gearshaft. Since oil vapor
Pressure in the torquemeter oil chamber is sensed by the torque weighs more than air, air and oil vapor are separated, and the
indicating system, which is connected to the torquemeter oil is retained within the gearbox.
pressure sensing port.
The engine lubrication system incorporates two screens, three
Oil, delivered to the No. 1 bearing, drains into the compressor magnetic chip detector plugs, and three check valves. The
front support sump. Oil, which lubricates the No. 6 and No. 7 check valve between the oil filter and gearbox header passage
bearings and the turbine to compressor coupling splines, drains prevents the oil tank from draining oil into the engine when it is
into the power turbine support external sump. The No. 8 bearing not in operation. Oil, delivered to the No. 6, No. 7, and No. 8
oil drains into the gas producer turbine support sump and to a bearings, flows through a check valve and screen. This check
scavenge oil outlet fitting on the bottom strut of the gas producer valve prevents drainage of oil into the low volume turbine
turbine support. Oil, delivered to the No. 2 bearing, No. 5 sumps. To further prevent internal oil leakage at engine
bearing, No. 5 bearing bellows oil seal, and all components shutdown, especially at nose-up engine attitudes, an external
within the gearbox, drains into the accessory gearbox sump. Oil, sump is connected to the scavenge oil line at the power turbine
delivered to the reduction gearbox bearings and gears, drains support. One magnetic chip detector plug is in the accessory
into the prop reduction gearbox external sump. gearbox sump, one is in the prop reduction gearbox external
sump, and the other one is in the scavenge oil passage that
Each pump has a scavenge element that pumps oil from the
delivers oil to the oil outlet port on the gearbox. The scavenge
sump to the oil outlet port. Oil flows from the engine outlet port
system, also, has a one-way check valve threaded into the
through a check valve into an aircraft-furnished scavenge filter,
accessory gearbox at the oil outlet fitting. The check valve
then through the oil cooler, and then back into the aircraft oil
prevents oil drainage from the aircraft-furnished oil cooler into
supply tank. The capacity of the scavenge elements far exceeds
the engine at engine shutdown.
the amount of oil to be scavenged, and there will be some air
trapped in the oil returned to the tank. Thus, it is necessary to
vent the tank to prevent excessive tank pressurization.
Therefore, the tank is vented to the interior of the gearbox by
means of an interconnecting line from the tank to the vent port
on the gearbox. The gearbox has an air-oil separator, which
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OIL PUMP AND OIL FILTER ASSEMBLIES

1. Oil Pump Assembly oil is ported through the pressure regulating valve and, via an
internal oil transfer tube, back to the pump inlet.
A gear type pressure and scavenge pump assembly,
consisting of one pressure element and six scavenge The 2nd level has four gears that provide three scavenge
elements, is mounted within the accessory gearbox. This pumping elements; two elements scavenge the accessory
pump assembly has three levels of gears, which are numbered gearbox sumps, and one element scavenges the external
from front to rear. The 1st level has four gears, which are reduction gearbox sump. External tubing from the bottom of
housed in the scavenge oil pump body and covered by the the reduction gearbox sump and an internal transfer tube in
pump cover. The 2nd level has four gears, which are housed the accessory gearbox deliver the oil to one pump inlet.
in the scavenge oil pump body and covered by a separator. Internal tubing inside the accessory gearbox delivers the oil to
The 3rd level has two gears, which are housed in the pressure the other two pump inlets.
oil pump body and covered by a separator. The 1st level has four gears that provide three scavenge
The spur oil pump and gas producer tachometer gearshaft pumping elements; one element scavenges oil from the
receives its drive from the gas producer gear train. One gear in compressor front support; another element scavenges oil from
the 3rd level is integral to this gearshaft. The gearshaft has the power turbine support external sump; and the remaining
two sets of external splines. One set provides drive for a gear element scavenges oil from the gas producer turbine support
in the 2nd level, the other for a gear in the 1st level. This sump. External tubing delivers oil from the three sumps to
gearshaft extends completely through the pump assembly and three internal gearbox transfer tubes that deliver oil to the inlet
gearbox housing to the gas producer tachometer generator of the three pumping elements.
drive pad. The aircraft-furnished gas producer tachometer The output of the six scavenge pumping elements is directed
generator receives its drive from this gearshaft. to a common cavity between the inside of the gearbox housing
The pressure element in the 3rd level has three ports that are and the pump cover. This cavity delivers the oil through a
(1) from the oil tank, (2) to the oil filter, and (3) from the oil passage in the gearbox housing to the oil outlet port on the
pressure regulating valve. Oil from the oil supply tank is front side of the gearbox housing. Oil flowing to the oil outlet
delivered to the oil inlet port on the gearbox, and then through port flows across a magnetic chip detector plug and through a
an internal oil transfer tube to the inlet side of the pump. The one-way check valve as it leaves the accessory gearbox.
pressure element delivers oil through an internal transfer tube 2. Oil Filter Assembly
to the oil filter. At the higher N1 speeds, the output of the
pressure element exceeds engine requirements. The excess The oil filter assembly has three ports, or openings, which are
(1) from the oil pump, (2) to the accessory gearbox header
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passage, and (3) to the oil pump. Oil from the pump is directed
to the filter and to the filter bypass valve. Normally, all the oil
flows through the filter and to the oil pressure regulating valve
and then through the check valve. The filter bypass valve is
parallel to the oil filter. As oil flows through the oil filter, the
pressure drops slightly. As the filter picks up contamination
from the oil, the pressure differential across the filtration media
increases. In the event of severe filter contamination or
blockage, this increased pressure will open the filter bypass
valve, and contaminated oil will bypass the filter through the
valve.
The oil pressure-regulating valve is spring-loaded closed, and
it remains closed until system pressure increases to 115–130
psi. Whenever system pressure tries to increase beyond
115-130 psi, the oil pressure regulating valve opens to deliver
oil back to the inlet of the pressure element. If system pressure
is out of limits at higher N1 speeds, the oil pressure regulating
valve can be adjusted.
Filtered oil is delivered through the check valve and into the
accessory gearbox header passage that distributes the oil.
The check valve is not a physical part of the oil filter assembly
but there to prevent the oil supply tank from draining into the
engine over time when not in operation.
Packings (O-rings) are used to prevent oil leakage from the
internal transfer tubes and check valve. The transfer tube slip-
fits into the openings of the pump assembly, oil filter assembly,
gearbox housing, and gearbox cover. The internal check valve
slip-fits into the oil filter assembly and gearbox housing.

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AIRFLOW AND COMBUSTION

Air is supplied to the inlet of the engine from an airframe- compressor, the gases expand forward through the combustion
furnished air inlet duct that is attached to the compressor front liner into the turbine section of the engine.
support. The struts of the compressor front support guide air in
As the gases expand through the turbine, they are alternately
the proper direction into the 1st stage of the compressor rotor.
sped up by the vanes of the turbine nozzle assemblies, and
As the air passes through the compressor, it is alternately sped
slowed down by the turbine blades. The turbine nozzle vanes
up by the rotor blades and slowed down by the compressor
direct and distribute the gases onto the turbine blades at the
(stator) vanes. At the same time, the air is squeezed into an
proper angle. The turbine blades develop torque by absorbing
ever-decreasing space. This results in increased air pressure
energy from the expanding exhaust gases. The two-stage gas
and air temperature. The 4th stage compressor vanes direct air
producer turbine rotor develops the torque necessary to drive
into the impeller. The impeller vanes accelerate the air into the
the compressor rotor and the gas producer gear train. The two-
vanes of the diffuser. The diffuser vanes direct air into the
stage power turbine rotor develops the torque necessary to
diffuser scroll. The diffuser scroll collects the compressor outlet
drive the power turbine gear train and engine propeller. The
flow and directs it through two elbows to two ports of equal size.
exhaust gases, leaving the turbine section, are discharged
Each elbow has turning vanes that direct the air rearward.
through the two exhaust collector support ports located on either
Compressor discharge air is delivered to the combustion section
side of the bottom of the engine. An aircraft-furnished tail pipe
through two compressor discharge air tubes that are on either
assembly, attached to the ports of the exhaust collector support,
side of the engine. These tubes, which are identical and
discharges the exhaust gases to atmosphere.
interchangeable, diffuse the air as it flows rearward to the
combustion outer case. The combustion outer case incorporates The accessory gearbox has two gear trains—one driven by the
an air distribution basket that directs air to the interior of the gas producer turbine rotor, the other by the power turbine rotor.
case and around the combustion liner. Mounting and drive pads for the engine-driven accessories are
provided on the accessory gearbox.
The fuel nozzle, located at the aft end of the combustion outer
case, sprays fuel into the aft end of the combustion liner. Air and Heated and compressed air is extracted from the diffuser scroll
fuel mix within the combustion liner; once they are ignited by the for anti-icing of the engine whenever the aircraft encounters
spark igniter, continuous combustion occurs as long as fuel is icing conditions. Anti-icing air is directed through the
supplied. Thus, ignition system operation is required only during compressor front support such that ice cannot form in the air
starting. The combustion process causes the gases to expand. passages, and then expelled into the compressor rotor inlet.
Because air enters the combustion section from the The diffuser scroll has other ports from which compressor
discharge air can be extracted. One of these ports is utilized by
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the engine fuel system; the remaining ports can be used by the results in an increase in TOT. As the TOT increases, the
aircraft manufacturer. There is a mount for a compressor bleed expansion through the turbine rotors increases.
valve on the compressor bleed manifold. However, the amount
The power developed by the gas producer turbine rotor
of air that can be bled from the engine for various purposes is
increases, causing N1 to increase. As N1 increases, the mass
limited by the engine specification.
airflow through the engine increases. With an increased mass
Approximately 20% to 25% of the air that enters the combustion airflow and increased expansion, the power turbine rotor will
section is required to burn the fuel in the combustion process. develop more power as called for by the operator. Thus, the
Air not required to burn the fuel is called cooling air. Cooling air result of increased power lever position is approximately the
enters the combustion liner such that the flame will not impinge same N2 speed, but higher N1 speed, higher TOT, increased
on the wall of the combustion liner. The cooling air mixes with fuel flow, and higher power output from the engine to the
the hot gases of combustion, and the resultant temperature of propeller.
the gases entering the turbine section is within desired limits. A
small percentage of the cooling air remains on the outside of the
combustion liner. This air is delivered into the turbine section,
where it is used to cool turbine components, operate labyrinth
seals, and to balance the forward thrust of the gas producer
turbine rotor. The power that can be produced by the engine is
determined by the mass flow and rate of expansion through the
turbine rotors. Thus, the airflow through the engine is required to
burn the fuel, to cool internal components of the engine, and for
mass flow for power development.
At 100% N1, the gas producer turbine rotor speed is 50,970
rpm. At 100% N2, the power turbine rotor speed is 33,290 rpm,
and propeller output speed is 2,030 rpm. The maximum gas
producer turbine outlet temperature (TOT) is 1490ºF (810ºC).
When the N2 speed is 100% and the power output of the engine
is changed, N1 speed and the TOT will change. To describe a
hypothetical case: If the operator increases the power lever, the
propeller will be required to move to a higher blade angle to
absorb the additional power and maintain a constant N2 of
100%. This causes the fuel system to schedule more fuel and
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COMPRESSOR SURGE
First of all, let us understand that compressor surge is not a prevent compressor surge. Compressors with higher pressure
phenomenon peculiar to any particular brand or type of engine. ratios are more likely to encounter surge problems.
It may occur in any turbine engine if conditions are right. Surge
Before explaining surge, it is necessary to review certain facts.
has been encountered on two-stage supercharged or
turbocharged reciprocating engines, so there is no need to look 1. Three ingredients are required for combustion:
upon it as some mysterious product of current turbine engines. a. Air
Engine maintenance and conditions in the field can influence b. Fuel
the compressor surge problem. The condition and adjustment of
the fuel control and the condition and cleanliness of the c. Ignition
compressor are of vital importance in maintaining surge-free 2. Airflow through a turbine engine has three purposes:
operation.
a. To supply oxygen to support combustion
The constant demand for more horsepower and for lower
specific fuel consumption will be met by: b. To provide for internal engine cooling
1. Increasing mass airflow through the engine c. To provide mass airflow for power development
2. Increasing compressor pressure ratio 3. Airflow through the engine is many times greater than that
required to burn fuel.
3. Increasing maximum allowable turbine inlet temperature
4. The ability of the compressor rotor to pump air is a function
4. Improving compressor and turbine efficiencies of speed. At lower speed, the compressor does not pump as
Quick starts and rapid accelerations are desirable, along with efficiently as at higher speed.
more power and lower specific fuel consumption. To provide 5. Compressor blades and vanes are airfoils.
high-power-output engines with superior fuel consumption and
rapid acceleration characteristics, it is necessary to operate as 6. Airflow will separate from an airfoil if the flow velocity is too
close to the surge region as possible. low or the angle of attack is too high.
To prevent compressor surge, it is necessary to properly meter 7. An airfoil stalls when airflow separates from the airfoil. If too
fuel flow during the start and acceleration cycle. Some engines many compressor airfoils are stalled, airflow surge can
also incorporate variable geometry vanes or bleed valves to result.

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8. The volume of exhausting gas that can flow through a drop in temperature, reduced expansion and less volume of
turbine is a function of speed: at low speed, the volume is gases. Airflow through the turbine is thus restored and the
less. burner chamber pressure decreases. Back pressure on the
compressor is thus reduced, and airflow surges into the burner
9. A turbine stage can choke when the volume of gas exceeds
chamber. This rapid movement of air into the burner chamber
that which can expand through it at a given speed.
can blow the flame through the turbine. If the air velocity
In a turbine engine, the airflow is many times that required to becomes less than the burning rate of the fuel, the flame can
support combustion. The air not required is used for cooling. move upstream through the turbine into the burner chamber. If
The burner uses the cooling air to control the flame length and fuel flow remains excessive, the above cycle repeats itself many
position the flame within the burner such that it does not contact times a second.
the burner surfaces. The hot gases of combustion are cooled by
A compressor airflow surge may produce roughness with
the cooling air, and the cooling air is heated by the hot gases of
audible rumble, drone, foghorn sound, etc. More pronounced
combustion. There must be acceptable temperature level and
surges might produce sounds resembling pistol shots. Severe
distribution as the gases enter the turbine.
surge may produce pulsations that cause flame, vapor, or
More fuel is required to accelerate than to maintain constant smoke to appear at the exhaust and perhaps the compressor
speed. inlet. High turbine temperatures accompany compressor surge.
If an increased amount of fuel is delivered to combustion, there If surge and high turbine temperature are encountered during a
will be enough oxygen to burn it. As more air is used for modulated (manual) start, fuel flow must be immediately
combustion, there will be less available for cooling. The burner reduced by decreasing the throttle position. If temperature
temperature will increase, resulting in greater expansion and an exceeds the limits, shut down the engine.
increased volume of gases to exhaust through the turbine. If the High start temperatures are caused by too much fuel or not
volume exceeds that which can flow through the turbine at a enough airflow. Maintenance personnel should check the
particular speed, the turbine will choke. acceleration fuel flow schedule and inspect the compressor for
When the turbine chokes, the burner pressure increases rapidly mechanical damage and cleanliness.
to a value equal to or greater than compressor discharge
pressure (CDP). As a result of this excessive back pressure,
airflow from the compressor decreases and can even reverse
direction such that combustion gases will flow into the
compressor. As the oxygen supply in the burner chamber is
depleted, the flame begins to decrease. This results in a rapid

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COMPRESSOR BLEED AIR AND ANTI-ICING SYSTEMS

1. Compressor Bleed Air System Compressor discharge air pressure sensing, for air bleed
control valve operation, is obtained at a sensing port on the left
The compressor blades and vanes are airfoils. If the angle of front side of the diffuser scroll. The air bleed control valve is
attack becomes too great, airflow separation occurs and the open during starting and ground idle operation, and it remains
airfoil stalls. This results in loss in efficiency, a loss in pressure open until a predetermined pressure ratio is obtained, at which
ratio and, therefore, a reduction in pressure level at the time the valve begins to modulate from the open to the closed
compressor outlet. In order to produce engines with superior position.
fuel consumption and rapid acceleration characteristics, it is
necessary to operate as close to the stall region as possible. The air bleed control valve consists of a piston, a Bellofram
rolling diaphragm, a retaining plate, a spring, a filter, a bleed
The ability of the compressor to pump air is a function of nozzle, bleed valve, restrictor orifice (jet), bleed valve body,
speed. At low speeds, the compressor does not have the bleed valve cover, and miscellaneous small parts. The
same ability to pump air as it does at higher speeds. In order following pressures are associated with the operation of the air
to keep the angle of attack and air velocity within desired bleed control valve:
limits, it is necessary to "unload" the compressor in some
manner during starting and low power operation. This is to say 1. Pc - Compressor Discharge Pressure
that it is necessary to make the compressor see less 2. Px - Modulated Pressure
restriction to the flow of air through the use of the compressor
bleed air system. 3. Pi - Interstage Pressure

The compressor bleed air system consists of a compressor 4. Pa - Ambient Pressure

discharge pressure sensing port on the diffuser scroll, tubing When the engine is not in operation, the bleed valve is
from the sensing port to the air bleed control valve, and air positioned fully open by a spring inside the vented piston
bleed manifold on the compressor assembly. chamber. The spring—along with Pi pressure, directed onto
An annular slot at the front edge of the shroud housing allows the bleed valve end—is used during engine starting and
an evenly distributed bleed of compressor air into the bleed acceleration to position the bleed valve fully open.
valve manifold. Attached at the lower right side of the bleed During engine operation, Pc pressure is directed through an
valve manifold is the bleed valve adapter. The bleed valve is inlet filter and a restrictor jet into the Px chamber. Px air is then
mounted on this adapter. directed to Pa through a nozzle (venturi). The rate of airflow
from Pc to Px to Pa determines the value of Px pressure for any

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given N1 speed. Px pressure is used to provide the closing • One anti-ice air tube attached to anti-ice air valve
force on the bleed valve. Px pressure is separated from the Pa
pressure and the spring chamber by means of the rolling • The compressor front support
diaphragm. • An electrically operated anti-ice solenoid mounted on the
Operation of the valve is a function of preselected ratios of Pi right top side of the horizontal firewall
to Pa and Pc to Pa pressures. When Px is less than Pi plus the • An air line running from the solenoid to the rear side of the
spring force, the bleed valve is positioned open. The bleed anti-ice air valve
valve is open during engine starting and acceleration until the
Px pressure increases sufficiently to overcome the combined When anti-icing air is required, the pilot throws a switch in the
value of the spring and Pi pressure. The bleed valve then cockpit to the “On” position. The On position electrically de-
closes and remains closed at all N1 speeds above the closing energizes the anti-ice solenoid valve, and the valve goes to
speed. the open position. When the valve is open, it vents compressor
air to atmosphere. The pressure drop allows an internal piston
2. Anti-icing System in the anti-ice air valve to move to the open position, allowing
hot compressed air to flow through the air line to the
The engine is equipped with an anti-icing system that provides compressor front support. The compressor front support has
hot air to the compressor front support areas that are subject seven hollow support vanes surrounded by a hollow radial
to the formation of ice during icing conditions. This system is annulus. The hollow annulus receives the hot air and
entirely separate and independent of any other bleed air distributes it through the hollow vanes to the bullet nose area
system. Operation of the engine anti-icing system must be of the front support. As the air flows through these hollow
selected, when required, by the pilot. passageways, it heats the metal structure, thus preventing the
As air passes through the four axial stages and the centrifugal formation of ice. Some of the air flowing through the vanes is
stage of the compressor, it is compressed. As a result of this exhausted out slots on the trailing edge of each vane, and the
compression, the air is heated considerably; thus, compressor remaining air flows through and out four holes in the bullet
discharge air, which is extracted from the diffuser scroll, is an nose of the compressor front support. When the anti-ice
excellent source of the hot air required by the engine anti-icing system is on, hot anti-ice air is being exhausted from the front
system. support into the compressor inlet air.
The anti-icing system consists of:
• An anti-ice air valve at the 9 o'clock position on the
compressor scroll

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The effect of anti-icing airflow on engine performance is as follows:

Average Maximum Increase In Average Maximum Increase

Required Shaft
TOT To Maintain SHP In Fuel Flow To Maintain
Horsepower (SHP)
SHP
450 29.4°C 4.8%

375 24.4°C 4.6%

300 19.4°C 4.2%

225 16.7°C 4.0%

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ELECTRICAL COMPONENTS
1. Ignition System current discharges at a relatively low voltage. The spark igniter
is externally threaded so that it can be threaded into the
The ignition exciter is comprised of four components: a low combustion outer case.
tension capacitor discharge ignition exciter assembly, spark
igniter lead, a shunted surface gap spark igniter, and some Under no circumstances should a shunted surface gap type
applications may still retain a start counter. The system derives spark igniter be cleaned by wire brushing, sand blasting, vapor
its input power from the aircraft 28 volt d-c electrical supply. All blasting, or scraping the tip of the spark igniter. Any of these
components are engine-mounted, connected, and function as operations can damage the conducting material that is integral
an integral part of the engine. The purpose of the ignition to the separator between the two electrodes, and will result in
system is to transfer energy to the fuel-air mixture in the the spark igniter becoming inoperative immediately, or reducing
combustion liner in the form of a high temperature, high its useful life. If it is desired, for some special reason, to clean
amperage arc at the spark igniter gap, and thus ignite the fuel- the metal tip of the spark igniter, it is recommended that it be
air mixture. Operation of the ignition system is required only for wiped only with a soft cloth. Following these recommendations
starting, because once the engine is started, continuous should preclude the possibility of unintentional damage to the
combustion occurs within the combustion liner. spark igniter.

The ignition exciter is of the low-tension capacitor discharge The spark igniter lead is designed with end fittings for mating
type. It is essentially a high-energy power supply that is with high altitude type terminals on the ignition exciter and the
connected to a circuit designed to transfer maximum energy to spark igniter. A braided conduit is employed to protect the
the engine's combustible fuel mixture during an engine start. Teflon™ and glass braid insulated cable from mechanical
The components within the ignition exciter are embedded in a abrasion and to suppress radio interference radiation. The lead
potting compound and housed in a hermetically sealed steel terminals utilize the pin and socket type contact that presents a
case. The hermetic seal provides permanent protection to the minimum amount of electrical resistance to high current
components from moisture, foreign matter, and pressure discharges and thereby minimizes electrical losses.
changes due to varying altitudes, and ensures positive radio 2. TOT Measurement System
noise shielding.
The TOT thermocouple assembly is an equal resistance branch
The spark igniter is of the low-tension shunted surface gap type.
harness with four integral thermocouple probes. Each
It is similar in construction to the conventional high tension air
thermocouple probe consists of a single-element, 16-gage
gap type spark igniter, except that the gap is shunted by a
Alumel-Chromel assembly with a bare wire junction. The
semiconductor material that provides a conductive path for
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swaged, magnesium oxide insulated probes employ the same 3. Start Counter
rugged principles of construction as those used in previous
engines. The equally spaced thermocouple probes extend The start counter was used to provide an accurate and
outside the power turbine support for the harness. The bare wire continuous record of each engine start. The counter is
junction of each thermocouple probe extends through the power connected to and actuated by the input power to the ignition
turbine support and outer band of the 3rd stage turbine nozzle exciter. Therefore, each time the start switch in the aircraft is
shield and into the gases leaving the gas producer turbine rotor. engaged and the exciter is energized, the counter will indicate
Each thermocouple probe generates a d-c voltage that is one additional start. Many operators no longer use these
directly proportional to the gas temperature it senses. The counters due to the opportunity for miscounts from aborted
thermocouples and harness provide an average of the four starts, etc. A bulletin allows for their removal. An installed start
voltages representative of the gas producer turbine outlet counter is attached to an L-shaped bracket that is fastened to
temperature for aircraft instrument panel TOT indication. the accessory gearbox/reduction gearbox split line.
The flexible thermocouple harness consists of two branches of
equal resistance connecting the four probes and a terminal
branch with two eyelet terminals for connection to the aircraft-
furnished TOT indicator circuit. The flexible portions of the
harness are covered with a stainless steel wrap to provide
abrasion resistance. The materials utilized, external to the gas
path, are designed for continuous operation in an ambient
temperature of 600ºF. The thermocouple junctions and lead
wire in the harness are Alumel and Chromel. Alumel can be
distinguished from Chromel by any of the following means:
Alumel Chromel
Color code Green White
Abbreviation AL CR
Terminal eyelet Large Small
size (size 10-32) (size 8-32)
Magnetic
attraction Magnetic Nonmagnetic

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FUEL SYSTEM INTRODUCTION

Fuel system components are as follows: 6. Meter fuel such that the selected N1 speed will be
maintained when the power lever is in the flight range.
1. Fuel Pump Assembly - Mounted on the top rear side of the
accessory gearbox. 7. Provide overspeed protection for the gas producer rotor
system.
2. Gas Producer Fuel Control - Mounted on left rear side of
accessory gearbox. 8. Provide overspeed protection for the power turbine rotor
system.
3. Propeller Overspeed Governor - Mounted on right rear side
of accessory gearbox. 9. Provide a means of stopping fuel flow to the engine.
4. Propeller-Power Turbine Governor - Mounted on the top Fuel is supplied by the aircraft fuel system to the inlet of the
right side of reduction gearbox. engine-driven fuel pump assembly. The single element fuel
pump assembly consists of one spur gear type pump, filter, and
5. Fuel Nozzle - Threads into the aft side of combustion outer
filter bypass valve. Fuel enters the engine fuel system at the
case.
inlet port of the pump and passes through the filter before
6. Pc Air Filter - Mounted on the bottom right side of the diffuser entering the gear element. The filter bypass valve allows fuel to
scroll. bypass the filter element if it becomes clogged. The bypass
The fuel system meters fuel during starting, acceleration, return flow from the fuel control is passed back to the inlet of the
governing, and deceleration. The fuel system must: gear element.

1. Have the capability of starting the engine on the ground or in The gas producer fuel control delivers metered fuel P2 to the
flight. fuel nozzle. The fuel nozzle atomizes the fuel and sprays it into
the combustion liner, where it is mixed with air and burned. The
2. Meter fuel so as to prevent compressor stall and surge. gas producer fuel control, driven by the gas producer gear train,
3. Meter fuel as a function of N1 speed during starting and senses compressor discharge pressure (Pc). The gas producer
ground idle operation with the power lever and condition fuel control lever, positioned by the power lever through the
lever in the ground idle position. coordinator, is mechanically linked to a coordinator pointer. A
quadrant with 0-, 30-, 40-, and 95-degree indications is adjacent
4. Meter fuel during taxi operation with the condition lever in to the pointer. The positions are:
the maximum position.
0 degrees - Maximum Reverse 40 degrees – Flight Idle
5. Meter fuel as a function power lever movement. 30 degrees - Ground Idle and Start 95 degrees - Maximum
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The fuel control will meter fuel during engine operation

according to:
1. Power lever position
2. Compressor discharge pressure (Pc)
3. N1 speed
4. Propeller-power turbine governor action during reverse
thrust operation
The propeller-power turbine governor is not required for starting
or ground idle operation, but it is required for speed governing of
the power turbine rotor. The power turbine governor and
propeller speed governor are integrated into a single
component, and provide power turbine speed governor-limiting
and propeller speed control, respectively. The gas producer fuel
control, the propeller-power turbine governor, and the prop
overspeed governor are connected by a T-fitting and two lines.
Governor servo pressure (Py) is in the line. By bleeding Py
pressure to Pa, N1 speed and N2 speed will be reduced to
prevent overspeeding.
The propeller overspeed governor provides overspeed
protection for the power turbine and propeller. The governor will
assume control of the propeller blade positioning in the event of
an overspeed due to a malfunction of the main propeller
governor. N2 speed has to increase above 109% before the
overspeed governor will take over.

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FUEL PUMP, FUEL FILTER, FUEL NOZZLE

The single element fuel pump assembly consists of a spur gear connect a pressure differential switch to these two ports. This
type pump, a fuel filter, and a filter bypass valve. This assembly switch, if used, controls a warning light to warn the operator that
has the following ports: there is excessive pressure differential and that the filter should
be replaced. If the filter is not replaced and the pressure
1. Fuel Inlet Port - Fuel is delivered to this port from the aircraft
differential continues to increase, the filter bypass valve opens,
fuel tank.
and fuel bypasses the filter element and flows through the
2. Fuel Outlet Port - Delivers fuel to the gas producer fuel bypass valve to the inlet of the pump gears. The filter is retained
control. by a cast cover attached to the pump housing by two socket
3. Fuel Bypass Port - Receives bypass fuel from the gas head cap screws. This cover is on the aft side of the pump.
producer fuel control. Since the output of the fuel pump is in excess of engine
4. Before Filter Pressure Port - Pressure sensing port in the requirements, the gas producer fuel control will bypass fuel back
inlet passageway. to the fuel pump assembly.

5. After Filter Pressure Port - Pressure sensing port The bypass fuel prevents a depressed condition when the inlet
downstream of the filter. pressure of the pump is low. If a depressed condition at the inlet
of the pump occurs, the pump will tend to cavitate. Cavitation is
6. Shaft Seal Drain Port - Used to drain any leakage past the the formation of a gas-filled space in a liquid. With a depressed
shaft seal. condition at the inlet of the pump, any air trapped in solution
Fuel from the aircraft fuel system is delivered to the fuel inlet tends to come out of solution to form gas-filled spaces in the
port, where it is directed to the 5 micron absolute paper filter. fuel. Since bypass fuel is under pressure, it will "drive" the air
Normally, all the inlet fuel flows through the filter and to the inlet back into solution, thus preventing pump cavitation and
of the gear pump. The filter bypass valve, in parallel with the maintaining efficiency.
filter, is normally closed. As fuel flows through the filter, there The fuel nozzle is a single-entry/dual-orifice nozzle. It threads
will be a slight decrease in pressure, with the pressure on the into the combustion outer case and extends into the aft end of
inlet side being higher than the pressure on the outlet side. As the combustion liner. The gas producer fuel control delivers fuel
the filter collects contaminants from the fuel, the pressure to the nozzle, which atomizes and injects fuel into the
differential across the filter increases. Before and after filter combustion liner. Air is mixed with fuel, and this fuel-air mixture
pressure ports are provided so that the pressure differential is burned. The fuel nozzle must properly atomize and inject the
across the filter can be sensed. The aircraft manufacturer can fuel in all ranges of fuel flow from initial “fire-up" to maximum
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power. This is accomplished by means of a dual-orifice nozzle An air shroud, threaded into the fuel nozzle body, collects air
design. The primary orifice has fuel delivered to it whenever the and directs it to numerous holes in the face of the air shroud,
engine is in operation, but the secondary orifice receives fuel where it exits into the combustion liner. Airflow through these
only when the fuel pressure to the fuel nozzle exceeds 150 psi. holes reduces the possibility of carbon buildup on or around the
primary and secondary orifices and the air shroud.
All fuel delivered to the primary and secondary orifices must
pass through a multilayer screen filter. The filter prevents any When an engine is shut down, the spring moves the metering
contamination of the fuel passages within the nozzle. After the valve to the no-fuel-flow position. This feature has the following
fuel is filtered, it is delivered to the nozzle metering valve. The advantages: (1) clean shutoff, (2) fast light-off, (3) no after-fires,
fuel nozzle metering valve has three positions, which result in (4) no dripping, and (5) less coking.
(1) no fuel flow, (2) primary fuel flow, and (3) primary and
secondary fuel flow. The position of the metering valve is
determined by fuel pressure acting to open the valve and a
spring acting to close the valve. The metering valve must move
from a no-fuel-flow position to a primary-fuel-flow condition
when pressure reaches 30 psi. The metering valve moves from
a primary fuel flow position to a primary and secondary fuel flow
position when the fuel pressure exceeds 150 psi. Thus, from 30
psi to 150 psi, fuel flows through the metering valve and two
holes in the valve cage into the primary fuel passages. When
pressure is greater than 150 psi, fuel will flow through both the
primary and secondary fuel passages.
The inner spray tip receives fuel from the primary and
secondary flow passages. The primary fuel is directed through
four small holes in the inner spray tip into a cavity that feeds the
primary orifice. Secondary fuel is directed through six small
holes in the inner spray tip to the annular-shaped secondary
orifice. The amount of fuel that flows through the fuel nozzle is a
function of the pressure differential across the fuel nozzle. The
combination of the primary and secondary orifices provides
excellent fuel atomization at all rates of delivery.

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FUEL AND CONTROL SYSTEM

The gas producer fuel control, prop-power turbine governor and 1. Gas Producer Fuel Control
propeller overspeed governor provide speed governing of the
power turbine rotor and overspeed protection for the gas The gas producer fuel control, mounted on the accessory
producer and power turbine rotor systems. The fuel control is a gearbox, is the basic component of the engine fuel control
pneumatic-mechanical type that provides the acceleration and system. This unit is a pneumatic-mechanical device that
deceleration fuel limiting and gas producer speed governor schedules the fuel flow delivered to the engine to provide proper
limiting. A pneumatic-mechanical type power turbine governor engine operation during starting and all load operating
and a hydromechanical type propeller speed governor are conditions. The gas producer fuel control is driven by the gas
integrated into a single component that provides power turbine producer gear train at a speed proportional to gas producer (N1)
speed governing and propeller speed control, respectively. The speed. Additional sensing parameters required by the gas
propeller control system also includes a hydromechanical producer fuel control to properly schedule fuel flow are:
overspeed governor incorporating both pneumatic and hydraulic 1. Gas Producer Fuel Control Lever Position (controlled by
overspeed controls. This overspeed governor serves as a power lever).
backup to the primary propeller speed governor.
2. Pump Discharge Pressure (P1) (supplied by fuel pump).
Fuel flow is a function of Pc as sensed in the gas producer fuel
control. Variations in fuel flow schedules are obtained by 3. Compressor Discharge Air Pressure (Pc) (sensed off of the
modulating the Pc pressure to Px and Py pressures in the gas diffuser scroll).
producer fuel control through the bleed-down circuit actuated by The gas producer fuel control is composed primarily of two
the governor sensing N1 speed. The design of the fuel control functional groups – the fuel section and scheduling section.
system is based upon controlling the engine power output by Their functions are discussed in the following paragraphs.
controlling N1 speed.

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1.1 Fuel Section a closed position. When this occurs, P1 will increase due to
greater restriction to flow of fuel to the inlet port. When P1
The fuel section of the gas producer fuel control incorporates a increases the same amount the P2 increases, the bypass valve
relief valve, a bypass valve, a metering valve, a cutoff valve, a
stabilizes in a new position in which P1 and P2 are both higher
fuel inlet filter assembly, a fuel inlet port, a fuel bypass port, and
than they were, but the P1-P2 differential is about the same. The
a fuel outlet port. The fuel inlet filter assembly incorporates a
opposite is also true: a decrease in P2 results in a decrease in
finger-type strainer that is spring-loaded in position. Normally, all P1, with the P1-P2 differential about the same. The P1-P2
fuel delivered to the inlet port flows through the strainer. In the
pressure differential is established by the head adjustment when
event of abnormal contamination, the pressure differential acting
the gas producer fuel control is calibrated on a flow bench.
on the strainer overcomes the spring, and the strainer moves to
a position in which inlet fuel no longer must flow through the The relief valve assembly consists of an orifice, relief valve,
strainer. The bypass valve assembly consists of the bypass spring, shim, and plug. The relief valve is a ball that is spring-
valve, bypass valve sleeve, flexible diaphragm, spring, and loaded on the orifice. The spring force acting on the ball is
bypass cover. The bypass valve bypasses the excess fuel established by a shim located between the spring and the plug.
delivered to the gas producer fuel control and establishes a If the pump discharge pressure (P1) exceeds approximately 700
pressure differential of pump discharge pressure (P1) minus psi, the relief valve ball moves away from the orifice, and fuel
metered fuel pressure (P2) across the metering valve. This flows to the bypass fuel port. During normal operation, the relief
differential (P1-P2) will remain practically constant during all valve is closed. The relief valve protects the fuel system from
operation. The bypass valve is double ported and designed so damaging excessive pressures.
flow through the valve will not tend to move the valve. The The metering valve assembly consists of a metering valve, a
position of the bypass valve is determined by differential forces sleeve, a minimum flow stop, a maximum flow stop, and a
acting on the valve’s flexible diaphragm. When the bypass valve torque tube assembly. Since the bypass valve establishes the
is stabilized, the opening force of P1 equals the closing force of P1-P2 pressure differential across the metering valve, the flow
P2 plus spring force. Therefore, P1-P2 = spring force. volume through the metering valve is a function of the size of
The length of the spring is a function of bypass valve position, the metering valve orifice. The tip of the metering valve is
and spring force is a function of spring length. Thus, when the tapered such that the orifice through which the fuel is metered
bypass valve moves to assume a new position, the spring varies as the valve is moved within the sleeve. The minimum
length will vary, causing the spring force to change slightly. flow stop establishes a minimum flow by limiting the travel of the
valve into the sleeve. The maximum flow stop establishes a
Let’s assume that the bypass valve is stabilized, and then P2 maximum flow by limiting the travel of the valve out of the
pressure increases. This upsets the balance of forces acting on sleeve. The position of the metering valve within the sleeve is
the bypass valve diaphragm so the bypass valve moves toward established by the torque tube assembly, which consists of a
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torque tube and two levers. The levers are firmly attached to the The drive body assembly of the scheduling section has a drive
torque tube. One lever fits into the metering valve, the other into shaft assembly with two flyweights, a speed enrichment lever,
the bellows assembly. The torque tube rotates. Linear governor lever, governor spring, enrichment spring, governor
movement of the bellows assembly moves one lever to rotate cam lever, throttle shaft assembly, idle speed stop, governor (Py
the torque tube. As the torque tube rotates, the other lever to Pa) orifice, and a speed enrichment (Px to Pa) orifice.
moves the metering valve. Thus, the position of the metering
Both the governor and the speed enrichment levers pivot on the
valve within its sleeve and, consequently, the amount of fuel it
same shaft. The enrichment spring, attached to both these
meters, are established by the bellows assembly, which is a part
levers, tries to rotate the speed enrichment lever in a
of the scheduling section of the gas producer fuel control.
counterclockwise direction relative to the governor lever. The
The cutoff valve assembly incorporates a cutoff valve, a valve speed enrichment lever has two arms, with one arm on each
seat, and a lever and shaft assembly. The position of the cutoff side of the governor lever. These two arms limit the travel of the
valve is established by the condition lever, which also positions speed enrichment lever relative to the governor lever. The
the prop governor lever. During engine starting, the cutoff valve governor spring is attached to the governor lever and to the
is moved wide open. It remains so until the condition lever is governor cam lever. The governor spring tries to rotate the
moved to Fuel Off during engine shutdown. governor lever and, consequently, the speed enrichment lever in
a counterclockwise direction. When the governor cam lever is in
The gas producer fuel control lever on the side of the fuel
contact with the idle speed stop, the governor spring has a
control is positioned by the aircraft power lever via the
certain length. As the power lever is moved from ground idle to
coordinator to allow thrust modulation from takeoff to maximum
the full open position, a cam on the throttle shaft rotates the
reverse, with a total angular travel of 95 degrees. This lever has
governor cam lever to stretch the governor spring. Since spring
the following specific positions:
force is a function of spring length, it follows that the governor
• 0 degrees - Maximum Reverse spring force is a function of power lever position. With the power
• 30 degrees - Ground Idle and Start lever at ground idle and at zero N1 speed, the governor spring
• 40 degrees - Flight Idle force is slightly greater than speed enrichment spring force.
• 95 degrees – Maximum With the power lever at ground idle and N1 speed between
approximately 26,500 and 29,000 rpm (52 and 57%), the speed
1.2 Scheduling Section enrichment spring is stretched, and its force is increased to a
The scheduling section of the gas producer fuel control consists value slightly greater than governor spring force. When the
of two bellows assemblies and a drive body assembly. The power lever is moved from ground idle to full open position, the
scheduling section positions the metering valve and, thus, governor spring force is increased to a value greater than speed
schedules the fuel metered for all engine operation. enrichment spring force. The drive shaft is driven by the gas

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producer gear train. Thus, any variation in N1 speed will alter The start derichment bellows controls the flow of Py to Pa air
the speed of the drive shaft. As the speed of the drive shaft during starting to provide for cooler engine starting
varies, the flyweight force acting on the speed enrichment lever temperatures. At the starting speed (15%), the bellows spring
varies. The position of the speed enrichment and governor rate is greater than the Pc pressure inside the bellows, allowing
levers is a function of the flyweight force and spring force. The Py bleed to Pa. This will keep the metering valve in a minimum
flyweight force tries to move the levers in a clockwise direction position to provide for reduced fuel flow during the initial starting
to increase the opening of the Py to Pa and Px to Pa orifices, cycle. As Pc increases, the bellows expands to close the bleed
while the spring force tries to move the levers counterclockwise of Py air to Pa through start derichment valve. This completes
to decrease the opening of the Py to Pa and Px to Pa orifices. the start derichment action, allows the metering valve to return
to the governor bellows starting acceleration schedule.
At zero N1 speed, the flyweight force is zero.
Compressor discharge pressure (Pc) is delivered to the
Thus, the governor spring can move the two levers to close the
governor and acceleration bleeds. Governor servo pressure (Py)
Py to Pa and Px to Pa orifices. These two orifices will remain
is established by the flow of air through the Pc to Py bleed and
closed during an engine start until the flyweight force acting on
the Py to Pa orifice. Acceleration bellows pressure (Px) is
the speed enrichment lever can overcome the speed
established by the flow of air through the Pc to Px bleed and the
enrichment spring force. At approximately 26,500 rpm (52% N1
Px to Pa orifice.
speed), the Px to Pa orifice begins to open, but the Py to Pa
orifice remains closed. At an speed slightly less than 29,000 The bellows assembly positions the metering valve via the
rpm (57% N1 speed), the speed enrichment spring will have torque tube assembly, as required, to establish fuel flow for all
been stretched such that its force is greater than the governor operating conditions. The bellows assembly has two bellows—
spring force, and the flyweight force overcomes the governor the governor bellows and the acceleration bellows. Py is outside
spring force to open the Py to Pa orifice. At stabilized ground idle the governor bellows, and Px is inside the governor bellows and
speed, the Px to Pa and Py to Pa orifices are both open. outside the acceleration bellows. The acceleration bellows is
evacuated. Forces acting in the bellows assembly are as
The bellows assembly that controls the position of the metering
follows: (1) differential pressure between Px and Py on the
valve consists of a governor bellows, an acceleration bellows, a
governor bellows; (2) Px acting on the acceleration bellows; and
governor (Pc to Py) bleed, an acceleration (Pc to Px) bleed, and
(3) spring action of the two bellows. These bellows do not
passages to the Py to Pa orifice, to the Px to Pa orifice and Py to
contain springs, but when their manufactured length is altered,
Pa through the derichment valve orifice. The governor and
they exert a spring-type force on the torque tube.
acceleration bleeds are constant restriction type bleeds. The Py
to Pa and Px to Pa orifices are controlled by the governor and As previously stated, the Py to Pa and Px to Pa orifices will be
speed enrichment levers. closed during most of an engine start. With these orifices

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closed, there will be no Py to Pa or Px to Pa flow. With no flow With the power lever at ground idle and at a stabilized ground
from the Py chamber or the Px chamber, the pressure will idle speed, the following will be true: (1) metering valve opening
equalize on either side of the governor and acceleration bleeds. and closing forces in the bellows assembly are equal; (2) gas
Therefore, Py will equal Pc, and Px will equal Pc. Thus, Py will producer fuel control flyweight force and governor spring force
equal Px. With Px = Pc, Px will be acting (compressing) the are equal; (3) N1 speed will be approximately 57%; and (4) N2
evacuated acceleration bellows moving the metering valve. speed will be less than 100%.
Since Pc is a function of speed, Pc increases as N1 speed
When the power lever is moved from Ground Idle to Full Open,
increases. As Pc increases, and with Px then increasing, the
the cam on the throttle shaft rotates the governor cam lever to
moving accelerations bellows causes the torque tube to rotate,
stretch the governor spring. Thus, governor spring force
increasing the metering valve opening to increase fuel flow to
increases to well above flyweight force and also above the
the engine. At approximately 26,500 rpm (52% N1 speed), the Px
enrichment spring force. The governor spring moves the
to Pa orifice begins to open. Thus Px can flow to Pa, and Px will
governor and speed enrichment levers to close the Py to Pa
no longer be equal to Pc or Py. The resultant Py-Px differential
orifice and to reduce the size of the Px to Pa orifice. With no flow
acting on the governor bellows opens the metering valve at a
through the Py to Pa orifice, Py becomes equal to Pc and greater
greater rate per N1 speed increase to provide enrichment for
than Px. The resultant Py-Px differential acting on the governor
faster acceleration to ground idle speed. The cycle of increased
bellows causes the metering valve to open wider and increase
fuel, increased N1 speed, increased Pc, increased Py-PX
the fuel flow. Thus, the engine returns to the enrichment flow
differential, and increased fuel continues until the flyweight force
schedule. As N1 speed increases, the flyweight force acting on
can overcome governor spring force. This occurs at an N1
the speed enrichment lever stretches the enrichment spring,
speed slightly less than stabilized ground idle speed. When the
and the Px to Pa orifice size increases, causing an even greater
flyweight force overcomes the governor spring force, the
Py-Px differential on the governor bellows. As N1 increases, the
governor and speed enrichment levers both move together in a
speed enrichment lever moves, but the governor lever does not
clockwise direction. Thus, the Py to Pa and Px to Pa orifices are
move. At approximately 38,000 rpm (74.5% N1 speed), one of
both opened, and Py can flow to Pa, and Px can flow to Pa When
the speed enrichment arms contacts the governor lever, and the
Py and Px both flow to Pa, they no longer are equal to Pc or to
speed enrichment lever stops moving relative to the governor
each other. The resultant Px-Py differential acting on the
lever. As the speed increases from 26,000 rpm (52% N1 speed)
governor bellows works against the other forces in the bellows
to 38,000 rpm (74.5% N1 speed), fuel flow shifts from the
assembly such that the metering valve is moved to a slightly
starting acceleration flow schedule to the enrichment flow
smaller opening. This reduces the fuel flow to stop the
schedule, which meters fuel at an increased rate. The fuel flow
acceleration, and the engine stabilizes at the ground idle speed.
is increased during fuel enrichment because as Px is bled to Pa,
Px becomes less than Py. The resultant Py-Px pressure

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differential becomes the metering valve opening force against 2.1 Propeller Governor Section
the spring action of the governor bellows. Py-Px pressure
differential will open the metering valve at a greater rate for The propeller governor is a hydromechanical type governor
increased fuel flow. As the fuel flow increases, N1 and N2 designed to:
increase. When N2 reaches ~100%, N1 will reach a speed that 1. Govern the power turbine speed and/or provide speed
will allow the gas producer fuel control flyweight force to move limitation when the condition lever is in the maximum
the governor and speed enrichment levers away from the Py to position.
Pa and Px to Pa orifices. Both Px and Py now can bleed off to Pa, 2. Govern when the power lever is placed in maximum
and Py no longer is higher than Px. The resultant Px-Py reverse.
differential causes the bellows assembly to move the metering 3. Limit power turbine speed when the power lever is placed in
valve to reduce fuel flow for stabilized operation at the takeoff the flight operating range (limiting range is set at 6% above
power setting with the power lever in the full open position. propeller controlling range).
The propeller governor includes a spur gear oil pump, a relief
2. Prop-Power Turbine Governor valve, a pilot valve, a set of flyweights, and a spring that is
The prop-power turbine governor, mounted on the reduction controlled by the speed setting lever. The pilot valve is
gearbox, supplements the gas producer fuel control to provide a controlled by the flyweight-spring combination, and its position
complete engine fuel control system. The power turbine determines the oil flow into or out of the propeller Beta valve
governor, via the gas producer fuel control governor bellows and, consequently, the propeller blade angle. The oil pump
assembly, alters the fuel schedule determined by the gas receives its inlet oil from the reduction gearbox pressure oil
producer fuel control to prevent power turbine overspeed under system. The pump increases the oil pressure and directs the
all load conditions. The power turbine governor is driven by the flow to the pilot valve and relief valve. When the propeller is on
power turbine gear train at a speed proportional to power speed, the pilot valve is in a null position, allowing the oil
turbine (N2) speed. Additional sensing parameters required to pressure to force open the relief valve and drain back into the
accomplish its governing function are: reduction gearbox.
1. Power Turbine Governor Speed Setting Lever Position Relief valve opens at 350 psi.
(controlled by condition lever). 2.1.1 On Speed Operation
2. Propeller Governor Reset Lever (controlled by power lever).
The prop-power turbine governor is composed of two functional The flyweight and spring forces are equal, positioning the pilot
sections—the Prop Governor Section and the Power Turbine valve in a "null" position. The pilot valve is in a position to
Governor Section. The functions of these two sections are prevent pump outlet oil pressure from being directed to the Beta
discussed in the following paragraphs. valve and Beta valve oil pressure from being directed to the
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drain. This traps the oil pressure in the Beta valve and 2.2 Power Turbine Governor Section
establishes the propeller blade angle necessary to maintain a
constant N2 speed setting for the torque being delivered. The power turbine governor is a pneumatic-mechanical type
governor designed to provide N2 speed overspeed protection.
2.1.2 Underspeed Operation Basically, it is a high-end control to allow the propeller governor
The flyweight force and the spring force become unequal. The to control N2 speed with overspeed protection, and a low-end
flyweight force decreases, allowing the pilot valve to dump outlet control to provide control in the maximum reverse range. It
oil pressure to the Beta valve. This increases the oil pressure in includes a reset lever, a flapper valve lever, a speed sense
the propeller piston and decreases the blade angle to reduce lever, and an overspeed bleed orifice that is connected to an
the load and increase N2 speed. When N2 speed increases to external line delivering Py air pressure from the fuel control.
the set point of the propeller governor lever, the flyweight and The reset lever is controlled by the power lever and has the
spring forces balance to reestablish the “on speed” condition, following overspeed setting when the power lever angle (PLA) is
moving the pilot valve back to “null.” above 40° (40° is flight idle).
2.1.3 Overspeed Operation 1. 100% Propeller speed—Overspeed set at 106%
The flyweight force and spring force become unequal. The 2. 94% Propeller speed—Overspeed set at 100%
flyweight force increases, allowing the pilot valve to port Beta 3. 80% Propeller speed—Overspeed set at 86%
valve pressure to drain. This decreases the oil pressure in the When the PLA is above 40°, the overspeed is set at 6% above
propeller piston and increases the blade angle to increase the prop speed. N2 speed is controlled via the propeller governor.
load and decrease N2. When N2 speed decreases to the set When the PLA is below 20°, the following overspeed setting
point of the propeller governor lever, the flyweight and spring occurs: 100% Propeller speed--Overspeed set at 94%.
forces balance to reestablish the “on speed" condition, moving This condition exists when going into reverse. The power
the pilot valve back to "null." turbine governor is controlling N2 speed to 94%. This is the only
2.1.4 Feathering setting in reverse since the condition lever should be at its
maximum setting when going into reverse. If reverse is
Feathering of the propeller will occur when the propeller attempted with the condition lever at less than max, speed
governor lever is moved to the minimum setting. At the decay, engine overtemperature, and loss of power are possible.
minimum setting, the spring force is reduced, allowing the
flyweight force to move the pilot valve to port Beta valve 2.2.1 Operation
pressure to drain. Oil is forced from the propeller servo by a If a 6% N2 overspeed occurs in the propeller governing speed
feathering spring in the propeller hub. Counterweights then range, the flyweights move against the governor spring to pivot
increase blade angle to the feathering position. the speed sense lever that allows the flapper valve lever to open
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to bleed Py air to Pa. Bleeding Py air to Pa will reduce the Py-Px 3.1 Operation
differential acting on the governor bellows in the fuel control.
This will then move the fuel control metering valve to its The overspeed governor has both hydraulic and pneumatic
minimum flow stop, reducing the fuel flow to the fuel nozzle; this overspeed protection.
reduces the torque, the N1 speed, and N2 speed. After the 3.1.1 Hydraulic Overspeed Protection
overspeed has been corrected, the flyweight and spring forces
The pilot valve plunger is normally positioned in an "underspeed
in the governor will equalize to close the flapper valve lever and
null" position by the flyweight-spring force combination. It will be
allow the engine to return to the stabilized setting. As long as
moved out of "underspeed null" by the flyweight force when the
the flapper valve lever remains closed, the power turbine
N2 speed exceeds 109%. This position ports propeller Beta oil
governor has no controlling influence on engine operation.
pressure to drain inside the accessory gearbox, allowing the
After the overspeed has been corrected, the pilot valve plunger Beta valve to increase the propeller blade angle and eliminate
returns to the "null" position. the overspeed. After the overspeed has been corrected, the
During reverse thrust operation, the power turbine governor pilot valve plunger returns to the "underspeed null" position.
regulates the fuel flow by controlling the position of the flapper 3.1.2 Pneumatic Overspeed Protection
valve lever and the bleed of Py to Pa. The Beta control setting is
The speed sensing spring positions the speed sensing lever.
established by the position of the power lever.
During normal operation, the speed sensing lever is positioned
3. Propeller Overspeed Governor so the Py bleed is closed. When N2 speed exceeds 113%,
enough flyweight force is generated on the speed sensitive lever
The propeller overspeed governor, mounted on the accessory to overcome the speed sensitive spring. Py air is then dumped
gearbox, provides overspeed protection for the power turbine. and fuel flow decreases.
The overspeed governor is driven by the power turbine gear
train at a speed proportional to power turbine (N2) speed. It The reset solenoid is controlled by the overspeed governor
includes a pilot valve plunger, a set of flyweights, a speeder check switch in the aircraft cockpit. This provides for a functional
spring, speed sensing lever, speed sensing spring, a reset check of the overspeed governor. When energized, the solenoid
piston, spring, and solenoid. It has a connecting oil line to the opens to port propeller Beta oil pressure to the reset piston
propeller governor that is interconnected to the propeller Beta oil chamber. As the piston moves against the reset spring, the
pressure. This oil passageway is directed to the pilot valve speeder spring force is reduced to allow the flyweights to open
plunger and solenoid valve within the overspeed governor. The the pilot valve plunger to port Beta oil pressure to drain. This will
governor also has a T-connecting Py pneumatic line between limit the N2 speed to approximately 80% as the power lever is
fuel control and prop/power turbine governor. advanced, indicating that the overspeed governor is functioning.

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POWER CONTROL SYSTEM

The power control system includes the aircraft and engine 2. CONDITION LEVER
components necessary to control engine power settings during
all phases of operation. This system includes the aircraft- The condition lever is in the aircraft cockpit and will allow engine
furnished power lever, condition lever, overspeed governor starting and shutdown, propeller feathering, and the capability to
check switch, and propeller Beta control valve. The engine- vary propeller governor setting between 82% and 104% of
furnished components are the coordinator, prop-power turbine propeller speed. Fuel shutoff and propeller feathering are
governor, fuel control, fuel pump, fuel nozzle, propeller affected simultaneously through positioning of the condition
overspeed governor, and the necessary linkage and lines to lever. This lever has a maximum angular travel of 40 degrees,
connect these components. with the following specific positions:

1. POWER LEVER • 0 degrees - Fuel Shutoff and Propeller Feathering

The power lever is in the aircraft cockpit and will allow engine • 18 degrees - Minimum Propeller Speed Setting
thrust modulation from takeoff to maximum reverse with a total • 40 degrees - 104% Propeller Speed
angular travel of 95 degrees. This lever has the following
specific positions: The condition lever is connected through aircraft linkage to a
lever mounted on the top right side of the coordinator.
• 0 degrees - Maximum Reverse
3. OVERSPEED GOVERNOR CHECK SWITCH
• 30 degrees - Ground Idle and Start
The overspeed governor check switch is in the aircraft cockpit,
• 40 degrees - Flight Idle and is used to provide a functional check of the propeller
• 95 degrees - Maximum overspeed governor. The switch has the following positions:

The power lever is connected through aircraft linkage to the 1. Run - This is the position for the switch to be in during all
input lever on the coordinator. normal engine operation.
2. Check - This is the position for the switch to be in during a
governor functional check.
Using this switch, a propeller overspeed governor functional
check is provided as follows, with the engine running:
1. Position the condition lever at the 100% Propeller Speed
setting.
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2. Position the Power lever at Ground Idle. A condition lever assembly is attached to the top of the
coordinator. This lever is connected by aircraft linkage to the
3. Activate the switch to the Check position.
pilot-controlled condition lever, and by engine linkage to the
4. Gradually increase the engine power by advancing the propeller governor lever and to the fuel cutoff valve lever on the
power lever. Proper functioning of the overspeed governor fuel control. Any movement of the condition lever in the aircraft
will be indicated by the power turbine speed being limited to will then afford the necessary movement of these two levers for
approximately 75%-80% as the power is increased. engine control.
5. Move the check switch to the Run position without retarding 5. STARTING
the power lever. An increase in power turbine speed should
occur. During starting, the pilot must monitor the N1 speed and, upon
reaching the prescribed speed for light-off, advance the
6. Move the power lever to Ground Idle. Propeller speed will condition lever to the maximum position to initiate fuel flow. The
reduce, along with the power lever reduction. fuel control will automatically regulate the fuel flow during the
4. COORDINATOR acceleration to idle. Propeller unfeathering will automatically
occur, with the propeller Beta valve regulating the blade angle
The coordinator is on the engine just aft of the fuel control, upon completion of the start transient. Both the fuel control
mounted on brackets attached to the accessory gearbox. The cutoff valve and the propeller governor feathering valve are
function of the coordinator is to provide automatic sequencing of positioned by the coordinator condition lever. A ground start is
the multiple power plant controls in response to input from the accomplished with the power lever placed in ground idle. An air
pilot-operated power and condition levers. The coordinator start is accomplished with the power lever placed in flight idle.
assembly includes a base, a cover, and a cam disc shaft that
has three cam follower slots. The cam disc shaft is rotated by 6. TAXI OPERATION
the power input lever that is splined onto the shaft where it During taxi operation, the gas producer fuel control regulates
extends through the cover. The power input lever is connected the fuel flow, and the propeller Beta control valve regulates the
to and rotated by movement of the aircraft power lever. This blade angle. Both the fuel control speed setting and the Beta
then provides an assembly with one input from the power lever, control setting are established by the position of the coordinator
and three outputs that are connected to the gas producer fuel power input lever. The propeller governor will automatically
control lever, power turbine governor reset lever, and the assume control of the blade angle when high power levels are
propeller Beta valve control lever. Any movement by the power selected. During taxi operation, the condition lever should be in
lever from 0 to 95 degrees travel will be coordinated by the cam the maximum position. The power lever can be freely moved to
disc shaft into the required movement of the three output shafts obtain the desired thrust for taxiing.
to afford the necessary engine control.
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7. TAKEOFF the propeller speed will drop below 100%. Upon touchdown, the
power lever may be moved below flight idle. Reverse thrust
During takeoff operation, the gas producer fuel control regulates selection is allowed if the aircraft air speed is less than 90 mph.
the fuel flow, and the propeller governor regulates the blade
angle. The speed settings of the fuel control and the propeller During reverse thrust operation, the power turbine governor
governor are established by the position of the power and regulates the fuel flow, and the Beta control valve regulates the
condition levers. The condition lever should be in the position for propeller blade angle. The Beta control valve setting is
100% propeller speed, allowing the propeller governor to established by the position of the power lever.
maintain the N2 speed control. The power setting of the engine Engine stopping is affected by the shutoff of fuel by the fuel
is controlled by the power lever movement necessary to avoid control cutoff valve. Simultaneously, the propeller governor
exceeding the TOT and torque limits. ports the oil to cause feathering of the propeller. Both the fuel
control cutoff valve and propeller governor feathering valve are
8. FLIGHT OPERATION positioned by the condition lever. When the engine is to be shut
During flight operation, the gas producer fuel control regulates down, the power lever is first moved to the ground idle position,
the fuel flow, and the propeller governor regulates the blade where the TOT is allowed to stabilize for a minimum of two
angle. The speed settings of the fuel control and the propeller minutes. Then the condition lever is moved to fuel off-feathering.
governor are established by the position of the power and In-flight stopping procedure is the same as ground stopping
condition levers. The propeller speed setting may be varied except the power lever is moved to flight idle.
between 82% and 104% by movement of the condition lever.
The power lever must not be moved below the flight idle position 10. COORDINATORS FUNCTIONS
during flight. Lower lever positions may result in a total loss of A. The coordinator is mounted on a bracket at the rear of the
engine power and propeller feathering. accessory gearbox, on the left side of the engine. Its
function is to provide automatic sequencing of the multiple
9. LANDING power plant controls in response to input from the pilot-
Position the condition lever at the 100% propeller speed operated power lever.
position. Landings can be made with the condition lever set for a
B. It includes a cover, base, input and cam disc shaft, input
reduced reverse thrust potential (lower propeller speed) and
power lever, Beta control shaft and lever, and N1 control
possibly lower takeoff thrust in a wave-off. For landing
shaft and lever.
approach, the power lever may be moved to flight idle. Power
lever movement below flight idle is not permitted during flight 1. One input from power lever
operation. When the air speed is less than 100 mph, the a. power lever positions:
propeller blade angle may reach the flight low pitch stop, and
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(1) 0 degree – Maximum Reverse (3) stays at 0 degrees as power lever is moved from
(2) 30 degrees - Ground Idle and Start 40 degrees to 95 degrees.
(3) 30 – 40 degrees – Taxi Range (4) push-pull type of lever
(4) 40 degrees – Flight Idle B. Condition lever
(5) 95 degrees - Takeoff
1. One input - from lever in cockpit
2. Three outputs (cam plate with three outlets)
2. Two outputs
A. Beta lever
A. Propeller N2 governor lever
(1) straight lever (changes blade angle from -15
(1) allows the propeller governor to control blade
degrees to +5 degrees)
angle in the operating range (flight).
(2) moves 0 to 40 degrees as power lever is moved
(2) lever is positioned to control spring tension in the
from 0 to 40 degrees (changes blade from +5
governor as the condition lever is moved from 0
degrees to approx +20)
degrees to 40 degrees
(3) stays at 40 degrees - as power lever is moved
from 40 to 95 degrees B. Fuel cut-off lever
B. N1 fuel control lever (1) provides the means of opening and closing the
fuel control cut-off valve.
(1) standard lever (changes N1 speed from 58% to
(2) cut-off valve is closed at 0-degree condition lever
95%)
position.
(2) moves from 22 to 95 degrees as power lever is
(3) valve is opened as lever is moved out of 0-10
moved from 0 to 22 degrees (58% to 100%)
degrees toward 40-degree position.
(3) increases from 22 degrees to 95 degrees as
power lever is moved from 22 degrees to 95 10.1 coordinator control
degrees. A. Power lever
C. Prop - power turbine governor reset lever 1. Four main positions
(1) stays at 12 degrees as power lever is moved A. 0 degrees - Maximum Reverse
from 0 to 18 degrees B. 30 degrees - Ground Idle and Start
(2) decreases from 12 degrees to 0 degrees as C. 40 degrees - Flight Idle
power lever is moved from 20 to 40 degrees.
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D. 95 degrees - Maximum B. Forward thrust operation

B. Condition lever 1. Fuel control regulates fuel flow
1. Total travel 40 degrees a. Speed setting is established by coordinator power
lever
A. 0 degree - fuel shut-off and propeller feathering
B. 40 degrees - 104% propeller speed 2. The propeller governor regulates the blade angle.
2. Allows a. Speed setting is established by the condition lever.
A. Engine starting C. Taxi operation
B. Engine shutdown 1. Fuel control regulates fuel flow
C. Propeller feathering
a. Positioned by power lever
D. Capability of varying propeller speed (governor
setting) between 80% and 104% 2. Propeller Beta control valve regulates blade angle

11. Control system operation a. Positioned by power lever

D. Reverse thrust operation
A. Starting
1. Power turbine governor regulates fuel flow
1. Put power lever in Ground Idle position
2. Beta control valve regulates propeller blade angle
2. Initiate cranking
a. Established by power lever position
a. Depress Start button
b. Starter turns compressor, and igniter plug fires E. Power lever movement below Flight Idle is not permitted in
c. Condition lever is in shut-off/ feather position flight.
d. At 15% N1, open condition lever to Maximum F. Shutdown
position.
1. Allow engine to stabilize at Ground Idle for two minutes.
e. Propeller automatically unfeathers during starting
cycle 2. Move condition lever to shut-off/ feather position.

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12. PROP-POWER TURBINE GOVERNOR e. when N2 speed increases to set point, flyweight force
and spring force balance to establish On Speed
OPERATION condition
A. Propeller governor (Woodward)
5. Overspeed operation
1. Located in a common housing with the power turbine
a. flyweight force overcomes the spring force
governor
b. pilot valve moves to allow propeller oil to drain to the
2. Provides power turbine speed governing/ limiting
gearbox
a. governing at Maximum Reverse
c. blade angle increases (decreased pressure in
b. limiting in propeller operating range (during forward propeller piston)
thrust operations set at 6% above propeller speed)
d. increases load and decreases N2 speed
3. On speed operation
e. when N2 speed decreases to set point, flyweight and
a. pilot valve in Null position spring force balance to establish On Speed condition
b. pilot valve oil pressure supply ports closed 6. Feathering
c. pilot valve oil drain ports from propeller closed a. accomplished when the propeller governor lever (via
condition lever) is moved to the minimum setting
d. maintains a constant N2 engine speed and propeller
blade pitch b. at minimum setting, the lever raises the pilot valve
plunger to port propeller piston oil to drain
4. Underspeed operation
c. oil is forced from the propeller servo by a feathering
a. flyweight force overcome by spring force
spring in the hub
b. pilot valve moves to allow servo oil to flow to the
d. counterweights increase blade angle to the
propeller operating piston
feathering position
c. blade angle decreases (increased pressure in
7 Reverse thrust and forward thrust through taxi
propeller piston)
a. blade angle is established directly by the power lever
d. reduces load and increases N2 speed
through the Beta valve

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B. Power turbine governor in the Maximum Reverse range. The propeller

governor is eliminated from the controlling action.
1. Functions as overspeed protection for the engine
2) set at 6% below the propeller setting only when
2. Controls a flapper valve lever to provide a bleed of Py air
the condition lever is at Maximum and power
pressure to Pa
lever angle is 20 degrees; otherwise, 6% above
a. bleeding Py air pressure causes the fuel control propeller setting.
metering valve to move to the minimum flow position
13. Overspeed governor operation
b. lowers fuel flow and N2 speed
A. Provides overspeed protection for the power turbine
c. flyweights open flapper valve.
1. Limits N2 speed to 109% by dumping prop oil to drain
d. spring force closes flapper valve.
2. Limits N2 speed to 113% by dumping Py pressure to
e. As long as the orifice remains closed, the power atmosphere
turbine governor has no controlling influence on
engine operation. B. Attached to mounting pad on rear of accessory gearbox
3. Reset lever controlled by power lever C. Operation
a. 100% propeller speed – overspeed set at 106% 1. Hydraulic overspeed protection
propeller governor A pilot valve plunger is positioned by flyweight force and
b. 94% propeller speed – overspeed set at 100% spring (speeder spring)
control a. Flyweight force positions the bushing to dump
c. Basically a high-end control to allow the propeller propeller control oil in the Beta valve to drain
governor to control N2 speed with overspeed b. Spring force positions the bushing in a closed
protection and a low-end control to provide position
controlling in the Maximum Reverse range
c. Normally in a null position
d. 100% propeller speed – overspeed set at 94% -
power turbine governor control d. When the N2 speed exceeds 109%, the flyweight
force overcomes the spring force and ports propeller
1) This is 6% below propeller speed to allow the oil to drain
power turbine governor to control the blade angle
1) Prop blade angle increases to reduce N2 speed
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2. Pneumatic overspeed protection 6. Reduce the power lever to Ground Idle

a. In case of severe N2 overspeed (N2 exceeds 113%), a. Propeller speed will reduce along with this power
flyweight action, through a pivoting lever and orifice, lever reduction
bleed Py pressure from the control system
b. Bleeding Py reduces fuel flow to the engine
3. Solenoid connection is controlled by a switch in the
aircraft
a. Provides for a functional check of the overspeed
governor
E. Functional check
1. Position the condition lever at the 100% propeller speed
setting (N2)
2. Position the power lever at Ground Idle
3. Activate the governor overspeed check switch to the
check position
4. Gradually increase the engine power by advancing the
power lever
a. Proper functioning of the overspeed governor will be
indicated by the power turbine speed being limited to
approximately 80% (as the power is increased)
5. Deactivate the check switch, without repositioning the
power lever
a. An increase in power turbine speed should occur

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BETA VALVE OPERATION

1. The Beta Valve will be more or less wide open before a start by the spool (B-3632), the propeller piston oil is trapped, and
is initiated. the blades stop moving; this should be approximately 0
degrees prop pitch.
2. By placing the power lever at 30 degrees (start position -
Ground Idle), spool (B-3632) is moved rearward to partially
cover the opening in sleeve (B-3631) (reference the Beta
Valve schematic with respect to these reference numbers).

4. Moving the power lever in the taxi range 30 to 40 degrees

will move the spool (B-3632) slightly rearward, uncovering
a. This allows governor oil to flow through and into the (B-3631) opening to drain.
propeller piston.

(1) Governor pilot valve is in this position due to low N2

speed, directing output oil flow into the propeller
piston as the engine is started.

(2) This oil flow works against the propeller weights

and springs to move the blades from feather
toward 0 degrees (flat pitch).

3. As the propeller piston moves forward, the sleeve (B-3631) a. This allows the counterweights and springs to increase
is pulled forward by the piston making contact with the the blade angle to provide positive thrust and start
sleeve (A-3636) on the front, eliminating “X” dimension (see moving the aircraft down the runway.
schematic). When the sleeve (B-3631) opening is covered
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b. As the propeller piston moves rearward, the sleeve (B- 7. In Maximum Reverse, the spool will be moved forward
3631) is also moved rearward to once again cover the
opening, trap the oil, and hold the blade angle. (less “Y” a. This has no effect in initiating blade movement. Blade
dimension). angle will be decreased by governor oil working on the
propeller piston due to the decrease in N2 speed (from
5. Moving the power lever from 40 to 90 degrees provides for less fuel flow).
only the initial movement of the spool (B-3632) rearward to
open the orifice to drain. This allows the propeller to start b. Blade movement will stop when the sleeve is moved
increasing blade angle. forward enough to once again have its opening covered
by the spool. This should be Maximum Reverse.
6. The increase in the N2 speed will generate enough force to (Reversing system for Hartzell propeller model HC-
move the sleeve (B-3631) aft past the spool cutoff point to A3VF-7 as installed on the M250-B17 engine)
allow the sleeve opening to be interconnected with the
governor. (no “Y” dimension). This allows the prop-power
turbine governor to control propeller blade angle or prop
governing.

a. During all flight operation, this opening will stay open

and the governor will control the oil flow.

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REVERSING SYSTEM FOR HARTZELL PROP MODEL HC-A3VF-7 AS INSTALLED ON THE

M250-B17 ENGINE
1. DESCRIPTION OF PROPELLER OPERATION governor calls for reduced propeller pitch, the piston moves
forward until gap "X" reaches zero, after which time sleeve
The propeller is a hydraulically actuated constant speed type B-3631 moves forward along with the piston.
utilizing oil pressure from an engine mounted governor to supply
oil under pressure through the engine shaft. Oil is used to c. The B-3632 spool does not rotate but slides fore and aft,
decrease pitch and reverse pitch. Oil pressure is opposed by within the B-3631 sleeve, in response to the control setting
the blade counterweights plus a heavy spring mounted along of the engine-propeller system. There is a relative rotational
the propeller axis. When the oil supply is cut off and the drain motion between sleeve B-3631 and the B-3632 spool.
opens, the action of the counterweights plus spring force The Beta valve is considered the hydraulic low pitch stop. It acts
pushes oil out of the piston chamber so that the pitch moves to cut off the flow of oil from the governor to the piston, which is
into a higher positive blade angle, either from the reverse pitch tending to reduce pitch, when the piston reaches a
position or from a positive pitch position. predetermined low pitch position. The path of the oil from the
governor enters the shaft adapter B-3602 and into sleeve B-
2. BETA VALVE OPERATION 3631. It then flows through the Beta valve into the engine shaft
The Beta valve is installed inside the engine driveshaft. The and into the propeller shaft, acting to push the piston forward (or
Beta valve feedback rod (B-3606) extends forward through the towards low pitch or reverse pitch). When the propeller piston
center of the propeller shaft and out beyond the front of the moves to the point where it closes gap "X" and picks up the B-
piston. The Beta control rod (B-3633) extends out through the 3606 rod, then the rod pulls the B-3631 sleeve forward until the
rear of the engine gearbox, where it is connected to the engine- Beta valve port is closed. This shuts off the flow of oil to the
propeller control system. piston, and the piston comes to a stop at the low pitch position.
The Beta valve comprises three basic elements: In order to reverse the propeller pitch, the pilot repositions B-
3633 push rod in forward direction, which moves B-3632 spool
a. The B-3602 shaft adapter is fixed inside the engine
forward to uncover the Beta valve port. The governor then
driveshaft, rotating therewith.
pumps oil into the piston moving the blades into the reverse
b. The B-3631 sleeve, which slides fore and aft with respect to pitch position. This action also moves B-3631 sleeve forward
the B-3602 shaft adapter and also rotates with it. The B- until the Beta valve port is again covered, at which time the pitch
3631 sleeve is normally held in its most rearward position by is fixed at the desired angle. To come out of reverse pitch, the
action of springs A-3607 and A-3608. However, when the pilot moves B-3633 rod rearward, which moves B-3632 spool
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rearward, uncovering the Beta valve port. Oil will flow through piston to the crankcase. It is very unlikely that the drain ports will
the Beta valve port and out through the drain passage, which is become clogged since the ports and final drain holes are large.
inside the spool B-3632. The system comes to a position of
Failure of the pitch to change in either direction, even if the
equilibrium when the Beta valve port is sealed off by B-3632
hydraulic mechanism is functioning properly, is possible if the
spool.
forces are insufficient. A failure of the oil would allow the pitch to
The A-3619-1 pin is fastened to the inner end of B-3606 rod for increase or even feather. This is in the fail-safe direction.
the purpose of indicating the position of the blade pitch when in
Insufficient counterweight force would allow the pitch to fail to
reverse. An electric switch is used to engage the end of the pin
increase as air speed is increased. This factor should be
in order to illuminate a light in the cockpit when the pitch is in
checked out on the initial flight by measuring the oil pressure
the reverse region. A rotating joint at the juncture of the pin and
from the governor to the propeller. This pressure should never
the end of the rod B-3606 provides for zero rotation of the pin.
drop below 40 psi during the high speed condition.
4. MALFUNCTION ANALYSIS OF REVERSING Another check of oil pressure should be made while reversing
SYSTEM the pitch. Here the pressure should not drop below 25 psi. If it is
too low, the feathering spring should be increased in strength.
Inadvertent reversal of the pitch can take place only if oil under
The counterweights are not effective when in full reverse.
pressure enters the propeller cylinder from a pressure source
(governor). The counterweights (attached to the blade clamps) If the governor output pressure equals the governor relief valve
and a heavy spring are constantly tending to feather the pressure during take-off and climb, the propeller speed may
propeller at all speeds, to include static or zero speed drop below the proper value established by the governor setting.
conditions. Oil from the governor must pass through the This happens because the governor pressure is insufficient to
hydraulic stop (Beta valve), composed of B-3631 sleeve and B- overcome the pressure produced by the spring and
3632 spool, in order for the propeller to move into reverse pitch. counterweights. In this case, the governor relief pressure must
Also, a forward movement of B-3632 spool cannot occur either be increased or the counterweights reduced in size,
inadvertently because it is attached to the control linkage. assuming that they are larger than required to produce the 40
psi minimum pressure at high speed. After the forces are
There is no conceivable way for the low pitch stop to be
properly adjusted, there should be no further operational
violated, even if the Beta valve leaks oil slowly, tending to move
malfunctions from this source. Even if the friction were to
the pitch into reverse. This action would open a drain from the
increase above normal, operation may be affected to some
piston to the engine case. The Beta valve, when acting as the
extent, but the pitch should not go into the reverse position. At
low pitch stop, assumes a position such that the leakage from
worst, the propeller would either overspeed or underspeed a
the governor to the piston exactly equals the drainage from the
small amount.
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Failure of the A-3607 and A-3608 spring to hold the B-3632 c. If the propeller started, inadvertently, to move into reverse—
spool back against its mechanical stop, or hold the A-3636 which could happen only when the governor is calling for
sleeve against the end of the B-3421 pilot tube (at the front of reduced pitch—the entire Beta valve feedback and control
the piston), would cause the Beta valve to open to the drain system would be forced forward by the propeller piston. This
position, allowing the propeller to feather. These two springs would put a force on the engine-propeller control system,
produce a force of 45 lbs when compressed, which is ample to which would tend to resist further movement into reverse.
overcome the friction of three small 0-rings plus other minor There are no known cases in which the Beta valve spool
friction of the mating parts. In any case, such a malfunction become welded to the sleeve and could not be freed.
cannot cause inadvertent reversal of pitch.
6. CONCLUSIONS
5. MECHANICAL FAILURE OF PARTS a. Inadvertent reversal of the pitch is considered impossible
a. A mechanical failure of the Beta feedback system could without mechanical failures. The hydraulic Beta valve stop
allow the valve to open and call for reverse pitch. The B- cannot be violated.
3606 feedback rod spring is designed to be considerably
b. Mechanical failures are extremely unlikely in the valve
stronger than required, so the only problem is to be assured
mechanism because the forces are minor and the parts
that the points of attachment do not become disconnected.
overstrength.
These should be properly safetied. The same holds true for
the B-3633 rod connecting the B-3632 spool with the engine c. While the mating parts that constitute the reversing valve
controls. (Beta valve) could conceivably freeze, the force of the piston
should be sufficient to force the valve closed, thereby
b. Freezing of the B-3632 spool within the B-3632 sleeve could
preventing inadvertent reversal. In the most unlikely case,
result in a malfunction, with the pitch moving into either
the mechanical element of the Beta valve system will
direction, depending upon the position of the spool.
restrain the piston from going into the reverse position.
Experience with an identical situation with governors
indicates that this is extremely rare; because the spool is
spinning relative to the sleeve, and the parts are of
hardened steel and are flooded with oil at all times; the
probability of freezing is extremely remote. If the spool did
freeze within the sleeve, then rod B-3606 would start to spin.
Provisions are made at the A-3621-1 rod end fitting for the
rod to spin with relation to this fitting, so no damage would
result to the control system.
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