Beruflich Dokumente
Kultur Dokumente
CHAPTER 76
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INTRODUCTION
0 TABLE OF CONTENTS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 31.1 32 Introduction Inputs and Outputs Power Lever Potentiometer Inlet Pressure and Temperature Sensor N2 Monopole N1 Monopole TFE731-5 N1 Compensator ITT Thermocouples Torque motor Manual Mode and Over Speed Solenoids Manual Mode Switch The Electronic Engine Control Schedule Selection Start Schedule Governor Schedule Acceleration Surge Schedule Governor Schedule Deceleration The Electronic Control Digital Electronic Engine Control Features DEEC Start Schedule Idle -2/-4/-5B DEEC Climb/Cruise -5/-5A DEEC Climb/Cruise Restricted Performance Reserve RPR Logic EEC Adjustments Acceleration Adjustment EFR Adjustment Take-off Power N2 Governor DEEC Adjustments 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 34 35
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The operator has the capability of switching from normal mode to manual mode during troubleshooting to assist in isolating system malfunctions. The discussion of the EEC and DEEC will be divided into five major areas: a. b. c. d. e. Input and output components Schedules Operation Field adjustments Fault detection circuits
In each area of discussion, the DEEC will be discussed separately since some significant differences exist.
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The purpose of the dead band is to accommodate thrust reverse installation. The thrust reverser levers piggyback mounted on each power lever achieve normal deployment, stowing, and reverse thrust control. Movement of the associated linkages during thrust reverser operation could cause flexing of engine control mechanisms and without the dead band, would cause changes in engine RPM.
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deterioration in indicated performance that sometimes leads to a premature engine maintenance action. Use of a harness containing alternating long and short probes provides a dual immersion into the gas path improving temperature indication. The alternating length probes reduce the sensitivity of the ITT indicating system changes in gas path temperature distribution and provide a more consistent measurement of average gas path temperature.
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next several pages will show a typical engine start, acceleration, deceleration and shutdown highlighting the individual schedule functions. The inputs to the schedule and schedule functions will be explained using a series of drawings indicating the parameters involved.
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from exceeding the point at which surge conditions could occur. Referring back to the low wins circuit, if a surge condition exists, the low wins circuit would select the surge schedule to accelerate the engine.
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cause for concern provided allowable transient limits are not exceeded.
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process is dependent upon inputs from N1 and N2, ITT, PT2, TT2 and PLA. It is apparent that erroneous input signals or spurious inputs will cause abnormal engine operation. A significant part of engine anomalies can be traced to failure of the electronic control input and output components and/or the electrical connections. A basic understanding of the schedules will provide a solid foundation for you to build upon in troubleshooting the engine operation in normal mode. While both the EEC and DEEC share common input/output components, and are generally the same in operation, some differences do exist between the part number 2101142 and 2101144 EEC's and part number 2118002 DEEC's. These differences should be examined prior to reviewing the adjustment and troubleshooting procedures.
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The input and output components are the same as previously discussed, however the DEEC offers additional features not available in the EEC.
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TAKE-OFF POWER
N2 Governor Adjustment of takeoff N1 (FR/Mn) and idle speed is accomplished by adjusting the N2 governor schedule. Although N1 speed is monitored at idle and at takeoff power, the gas generator speed is adjusted to attain the desired N1. Idle RPM will vary with ambient conditions to provide 200-300 pounds idle thrust depending upon the aircraft type. Takeoff N1 will also vary with ambient conditions, and as discussed earlier, will provide takeoff thrust for existing conditions. Referring to the graph, notice that the power lever angle (PLA) determines N1 speed. Idle adjustment will not affect the maximum RPM (FR/Mn) but will affect idle and intermediate positions. At idle, a range of plus or minus 10% N1 adjustment is available. At maximum PLA, the adjustment range is plus or minus 10% N1. This adjustment will affect both the FR schedule and Mn schedule but will not affect idle. Adjusting idle speed is accomplished by turning the idle adjustment on the front face of the EEC. The adjustment procedures are outlined in the maintenance manual. A table is provided to determine N1 speed requirements based on OAT and pressure altitude. When adjusting idle speed, engine bleed air demand should be zero and engine accessory drive loading should be at minimum. Takeoff N1 speed (FR/Mn) adjustment is accomplished by turning the FR/Mn adjustment screw on the front face of the P/N 2101144 EEC and on the back face of the P/N 2101142 EEC. The FR/Mn adjustment is determined by obtaining the prevailing OAT and pressure altitude and, with this information,
referring to the aircraft flight manual and/or appropriate flight document to determine the required N1 speed. Obtain the OAT from a shaded area immediately outside the aircraft. Reflected heat from the parking ramp or shaded temperature probes of aircraft temperature indicating systems may provide erroneous temperature indications. To obtain the pressure altitude, set the aircraft altimeter to 29.92 inches of mercury (1013 HPa) and read the pressure altitude directly from the altimeter.
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DEEC ADJUSTMENTS
All connections and adjustments are located on the front face of the DEEC. Electrical inputs and outputs interfacing with the cockpit, engine, and synchroniser/APR controller (if installed) are made through the J1 connector. The J2 connector is utilised for test equipment. The PT2 port receives the pressure input from the PT2 sensor. The air filter protects the unit from atmospheric contamination. The four-digit LED display is utilised to communicate detected faults and display adjusted values. The calibration switch is used to alter adjusted values or initiate erasure. The 11-position function select switch is utilised to select modes of operation for various DEEC functions. Position 1 is the normal run position. If the switch is
not in position 1, the cockpit manual mode annunciator light will blink on and off. Returning the function select switch to position 1 following adjustment stores the adjusted values. If the DEEC is de-energised prior to returning the function select switch to position 1 following adjustment, the new adjusted values will not be retained in memory. The range of all adjustments is limited. When the maximum or minimum limit is reached, the digital display will blink on and off.
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LEVEL 1 ADJUSTMENT
Before discussion of the actual adjustments, some notes concerning all models DEEC's are offered. Position 1 of the function select switch is the normal run position. If the function select switch is in any other position, the cockpit annunciator (manual mode) lamp will blink off and on. A blinking display on the face of the DEEC (LED) indicates that the minimum or maximum adjustment range has been obtained. Adjustments are stored in memory by returning the function select switch to position 1 after adjustment and allowing one minute for the DEEC to store the adjustment. If the DEEC is de-energised prior to returning the function select switch to position 1 following adjustments, the new adjusted values will not be retained in memory and must be re-accomplished. The DEEC LED will display uncompensated N1 speed. All speed adjustments should be made using the cockpit indicator. Position 2 is utilised to perform a self-test of the DEEC and certain external components that interface with the DEEC. This test can only be performed with the engine shut down. Detected faults, if any, will be displayed on the front panel readout. A decal on the DEEC lists the codes for the various components. This information is also located in the troubleshooting section of the maintenance manual. An additional function of Position 2 is the engine identification providing a cross check between the ID code generated by the engine harness and the ID code displayed on the DEEC front panel. This is to ensure that the appropriate DEEC functions are available for each particular engine application. The DEEC will transfer to manual mode if the engine harness ID does not match the appropriate DEEC ID. The displayed ID code number is adjustable and must match the unique code assigned to the aircraft manufacturer and engine application. Moving the calibration switch as necessary to achieve the desired ID code alters adjustment. The appropriate code can be found in the Adjustment/Test section of the maintenance manual.
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Code 11 indicates a failure within the DEEC, requiring replacement of the DEEC. Display of code 12 indicates that an adjustment is out of range. This would cause the DEEC to transfer to manual mode during power-up. Readjustment of the DEEC would be required if code 12 is displayed.
In addition to those faults that cause the EEC to transfer to manual mode, the DEEC also monitors T5 for opens and shorts. An open or shorted thermocouple will cause the DEEC to set the T5 input at 260C and fault code 06 would be logged. Although this condition will not cause a transfer to manual mode, the engine operation will be significantly different. On some applications when the engine is shut down, the manual mode annunciator will flash, indicating to the pilot that maintenance action is required.
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