NATO RESTRICTED a J J & RB199 Tornado Propulsion Systems CHAPTER 1. Introduction oe CHAPTER 2. ...Engine Construction CHAPTER 3. : Air System CHAPTER 4.... Thrust Reverser CHAPTER 5. Lubrication System CHAPTER 6, s+ Dty Engine Control CHAPTER 7... Dry Engine Fuel System CHAPTER 8... Nozzle System CHAPTER 9... --ssne/Reheat Fuel System CHAPTER 10... Reheat control CHAPTER 11 RB199 performance data CHAPTER 12 RB199 health monitoring turbounion RBI99 tubounfon RBI9Z NATO RESTRICTED Cot |eBi2} Dabs \comenrsABBREVIATIONS. NATO RESTRICTED The following abbreviations are used in the RB199 phase Note. Abbreviations are the same in the singular and plural ac ACF ACU Aj ‘APU b BITE BoVv c cice cocc CMP CUE cw cws dc pcu Decu deg DVM ECU ELPC ENC ENPT EU Fcoc FCU fae HE HP HPs HP6 HPNGV (con63121/D2/TMS/ABEREV Alternating current Air-cooled fuel cooler ‘Acceleration control unit Exhaust nozzle area Auxiliary power unit Bar Built in test equipment Blow-off valve Celsius ‘Combustion chamber inner casing ‘Combustion chamber outer casing Central maintenance panel Central maintenance panel Central warning panel Central warning system Direct current Deceleration control unit Digital engine contro! unit Degree Digital voltmeter Engine change unit Emergency electro pressure control Emergency nozzle close Exhaust nozzle position transducer Error unit Fuel-cooled oil cooler Fuel control unit Frequency to direct current High energy High pressure High pressure compressor delivery air high pressure compressor delivery air (6th Stage) High pressure nozzle guide vane 1 NATO RESTRICTEDHz vp IP KP2 LP LPC LRU Magerd Mecu NGV NH NH dot -NH dot NL. NUVO P2 P2t P2P PUP4 Pa PDR Por PDU PLA PDSOV PRPU PRV PDSOV PS Pa PTO soc SPSCU Ti 7 ‘TBT ‘COTISSI2//DITMSIABBREY NATO RESTRICTED high tension Hertz Input Intermediate pressure Kelvin Kilo Kilo newton Proportion of high pressure compressor delivery pressure Low pressure electro pressure control Line replaceable unit MRCA aerospace ground equipment requirement data ‘Main engine control unit Nozzle guide vanes High pressure compressor speed Acceleration rate Deceleration rate Low pressure compressor speed Low pressire compressor speed High pressure compressor delivery pressure Intermediate compressor delivery pressure Potentiometer pressure Turbine pressure ratio Ambient pressure Pascal Pressure drop regulator Pilot's demand transmitter Pressure drop unit Pilots lever angle Prime,dump and shut-off valve Pressure ratio processing unit Pressure raising valve Prime shut off and dump valve Total free - stream pressure (PTO) minus static pressure Total free - stream pressure (Pitot -altitude) Power take-off Second Shut-off cock Secondary, power system control unit Air intake temperature Engine exhaust gas temperature ‘Turbine blade temperature 2 NATO RESTRICTEDTcT Tj TIREV Tru TURBOT vcP vMO WLL Greek Characters NATO RESTRICTED Turbine gas temperature Exhaust gas thermocouple ‘Thrust reverse ‘Triplex transducer unit ‘Turbine over temperature warning Vapour core pump Variable metering orifice Working line limiter (theta) _—_Relative temperature (t1 / 288°K) (phi) ‘Turndown actuator angle / nozzle area relationship (tho) Density Brbeta) Relationship between ¢ and AJ. Bqcpsttony—Berede (COTHsS12//D2/TMSIABDREY 3 NATO RESTRICTEDNATO RESTRICTED CHAPTER 1 RB 199 INTRODUCTION During the development and design of the Tornado, the requirements for this twin engined variable geometry aircraft, was for a multi-roll combat aircraft (MRCA), which would be capable of long range with low fuel consumption. ‘The design and development was carried out by a consortium which consisted of:- FIAT AVIAZIONE.. ef ITALY MOTOREN TURBINEN UNION.... GERMANY ROLLS-ROYCE. UNITED KINGDOM. Collectively they took the name TURBO-UNION. The Tornado was to replace the ageing Phantom, Canberra, Buccaneer, Vulean and Jaguar.To satiy all the requirements, Turbo-Union developed a triple spool configuration engine with a high by-pass ratio (approx 1:1), an afterburner system (reheat), and a thrust reverse system to facilitate short landings, (see fig 2).The new engine was given the name.. --THE RB 199. The RB199 has a triple spool, (see fig 1) arrangment in which a three stage LP (low pressure) compressor is drived by a two stage turbine. The three stage IP (intermediete pressure), is driven by a single stage turbine Finally, the HP (high pressure) has six compressor stages driven by a single stage turbie,To compensate for gyro-scopic tendencies, the LP and the IP rotate in a clockwise direction, while the HP rotates in an anti-clockwise direction (as viewed from the rear). Due to the high operating temperatures of the turbine, the IP and HP turbine stator and rotor blades, and the LP first stage, are all air cooled. This cooling air is vital at max engine RPM settings as the turbine operates in temperatures above the melting point of the material,(depending ‘on MOD state). The air-flow from the LP compressor is equally divided into two streams at a ratio of approx 1:1.The first is directed onto the LP compressor and continues through the ‘core’ of the engine, via an annular combustion chamber. The second stream is directed down the “by-pass” which makes for a quieter engine. This design also helps to thermally insulate the airframe from the hot engine core. The by-pass airflow is greatly utilised during reheat operations. conyssiz/1yo2/ms/eunet NATO RESTRICTED |: NATO RESTRICTED The RB199 has two distinct fuel systems:~ (@ ‘DRY’ engine (i) ‘AFTERBURNER’ (reheat) ‘The dry operation satisfies pilot demand for engine RPM during all flight conditions and is fully electronically controlled (fly-by-wire). The reheat is also under electronic control by the MECU (Main Engine Control Unit) or the DECU Digital Engine Control Unit), in response to pilot demand. The reheat system enables the RB199 to almost double it’s thrust from approx 37 - 40Kn in the dry range, to approx 65 - 70Kn at max reheat, (1Kn = approx 220!bs) To enable the Tornado to achieve short landings, a thrust reverser system is fitted.’The system comprises of an actuating system, a pair of bucket-shaped efflux deflectors and an electrical indication / warning circuit. : 1 LP coupRessoR 10 THRUST REVERSER BUCKET 2 cowpaessor UL VARIABLE NOZZLE 3 MP COMPRESSOR 12 BYPASS FUEL MANIFOLO « yPass uct 15 TURBINE EXHAUST DUCT AND CONE HP TURBINE 1 TURBINE 6 UP TuRaINe 1S REHEAT FUEL CONTROL UNIT 7 FUEL MANIFOLD ASSEMBLY 16 cowBusTioN cuawseR 1 RENEAT AIRFLOW DEFLECTOR 17. EXTERNAL GEAREOK ASSEMBLY 4 REWEAT FLAMEMOLOERS 18 LUBRICATING OIL TANK 2NATO RESTRICTED CHAPTER 2 RB199 MODULAR CONSTRUCTION DESCRIPTION Para Page No 1 Module list... 2 2 LP Compressor ... 3 3 IP Compressor 3 4 HP Compressor 4 5 Imermediate casing... 4 6 By-Pass Duct 5 7 Flame Tube . 5 8 HP Nozzle Guide Vanes 6 9 HP Turbine Rotor Module 6 10 IPNGVAssy......... 7 11 IP Turbine Rotor Module oT 12 LP Turbine NGVs . 8 13 LP Turbine Rotor Assy . 8 14 Turbine Casing Assy 9 15. Exhaust System Diffuser 9 16 Exhaust System Module . . 10 17 Engine Gearbox -10 FIGs 1 Modular Layout .......... 605: eqecocaeaphcea cee. 82OL NATO RESTRICTED 1NATO RESTRICTED RB199 MODULAR CONSTRUCTION INTRODUCTION 1.0 For ease of maintenance, the engine is divided into the following basic modules, each given an identification number and plate, LP. Compressor ~ MOI - Rolls-Royce IP Compressor -M02- M.TW. HLP. Compressor = M03 - M.T.U, Intermediate Case -M04-M.TU, By-Pass Duet = M05 - M.TU. Combustion Chamber = M06 - Rolls-Royce HLP. Nozzle Guide Vane - M07 - Rolls-Royce H.P. Turbine Rotor ~ M08 - Rolls-Royce IP Nozzle Guide Vane - M09 -M.TU, IP Turbine Rotor -M10-M.T.U LP Ist Stage N.G.V. - MII - Fiat LP Turbine Rotor - M12 - Fiat Turbine Case -MI3 - Rolls Royce Exhaust Diffuser - M14 - Fiat Exhaust System - M15 - RR/MTU/Fiat Engine Gearbox = MI6-M.T.U, NATO RESTRICTED 2| RB199 MODULE BREAKDOWN Wo. TURRIMEROTOR Lp TURBIENogZLE Lp. rein ett nrc 72.0 MOLLP Compressor. The low pressure compressor is a 3-stage axial flow unit comprising two main assemblies, the rotors and stators. The stator assembly houses the bearings for the rotors and includes ducting for anticipating the engine cone LP. COMPRESSOR MODULE (101) ¥ i ee) | 3-O MO2 IP Compressor Assembly. Also a 3-stage rotor and stator assembly which contains a stub shaft to mate with the MP turbine, 1.P. COMPRESSOR MODULE (102)L,.0 A 6-stage compressor with the stators fixed to the intermediate casing (M04). The rotor assembly is connected to the HP turbine using a curvic coupling, There is an annular chamber between the 3, 4 and 5 stages which allows air to be taken for various purposes, ie pressurizing and cooling hot end components. H.P COMPRESSOR MODULE (M03) "Py STE Ll le 5.0 M04 Intermediate Casing. Known as the master base module and includes the main and forward mounting points. There are 2 casings, ai innér and outer, the inner is supported by 8 hollow vanes which house various oil and air tubes supplying bearings in the inner case. Within the inner case nuns the M03 HP compressor. To prevent adverse surge conditions a radial blow off valve is located to spill air from the HP compressor into the bypass. INTERISEDIATE CASE MODULE (104)6.0 Mos By-Pass Duct A single casing bolted to the rear of the M04 intermediate casing contains various holes and ports for access to the core engine, BY-PASS DUCT MODULE (105) 7.0 M06 Flame tube, combustion chamber. M06 Flame tube, combustion chamber. ‘The annular combustion chamber contains 13 double headed vaporizes. Ignition is achieved using 2 fuel atomizers each with a HE igniter plug located close by, during start up fuel is sprayed into the combustion chamber mixed with air and ignited by the adjacent HE igniter plug because the continuous from now on efficient combustion and cooling is achieved by introducing 3 separate supplies of air into different areas of the combustion chamber COMBUSTION CHAMBER MODULE (M08) COMBUSTION CHAMBER FLOW PATTERN.0 MOT HP nozzle guide vanes. Single stage with 34 blades cooled with 12 combustion chamber air. H.R TURBINE NOZZLE GUIDE VANES MODULE (107) 1D Mos HP Turbine Rotor Module A rotating assembly of 90 turbine blades fitted to a disk containing the rear inter shaft bearing. The whole assembly is cooled using P2 combustion chamber air. H.P TURBINE ROTOR MODULE (1108)10.0 Moo IP NQV assembly. Consists of 12 segments of 3 blades which are hollow for cooling, |. TURBINE NOZZLE GUIDE VANE MODULE (108) fre nc ’ ~ \LO Mio Turbine Rotor Module. Consisting of a rotor disc and blades using the fir tree root system. The inner flange of the dise bolts to shaft which is used to locate the IP turbine to the IP compressor 1 P TURBINE ROTOR MODULE (1110)12.0 MILLP Turbine NGVs. ‘The module contains the first 3 stages of LP NGVs, the second and third are part of the LP turbine assembly. The 20 hollow blades support an inner bearing housing which also includes the LP turbine bearing and cooling tube LP TURBINE NOZZLE GUIDE VANE MODULE (4111) (JT Ess De \3.0 M12 LP Turbine rotor assembly. This assembly contains the 2-stage LP turbine rotor and the 2nd stage of the LP NGVs. Both turbine dises are located on a single shaft which is attached to the LP compressor. An extension shaft secured to the rear of the main shaft carries splines which form the rotating part of the NL speed sensing system. Also housed in the NGVs is a set of 4 thermo couples which transmit warnings to the cockpit central warnine pattel of fires or over ‘temps in the rear bearing housing, This warning is referred to as the "TURBOT" warning and is signalled as LTBT or RTBT. L. RTURBINE ROTOR MODULE (1112)11,0. M13 Turbine casing assembly. < __ Machined in one piece the turbine casing assembly is bolted to the combustion chamber outer casing at the front and the exhaust diffuser at the rear. TURBINE CASING MODULE (113) 15.0 M14 Exhaust system module. Consisting of a casing and inner cone supported by 15 hollow vanes which house ducting for a temperature, pressure and NL speed sensor. EXHAUST DIFFUSER MODULE (1118)160 M15 Exhaust system module. This module consists of the reheat section, the jet pipe, the nozzle, the fire proof bulk head and the reverse thrust operating mechanisin. The reheat manifolds are also supported with in this casing. The reheat system will be dealt with in more detail later. EXHAUST SYSTEM MODULE (115), a 2 17.0 — Clamped to the intermediate casing and is driven from the HP shaft via a radial drive Drive to and from the Secondary Power System gearbox is via a power take off shaft. The following are mounted and driven by the gearbox: (1) Oil Pumps. (2) Reheat fuel control unit. (3) Main fuel control unit. ‘The NH speed is read by a pulse probe mounted in the gearbox ENGINE GEARBOX MODULE (1116) i 2 Scone nseNATO RESTRICTED CHAPTER 3 ENGINE AIR SYSTEM Engine Airflow Contents Page No. Description 1.0 Description sane ee 2.0 IP Blow-Off Valve ...............6 . . i 1.0 Description ‘The airflow from the fan divides into two streams, a main stream passing through the IP and HP compressors, combustion system and turbines, and a bypass stream passing through an annular bypass duct into the jet pipe where it rejoins the main stream. Air bled from the compressor stages supplies the following aircraft and engine services: a. L.P, compressor delivery - Fuel tank pressurisation and rear bulkhead seal inflation. b. IP compressor delivery - Radial blow-off valve dump, main fuel control and air ‘mixture chamber. HP compressor, third stage - LP and IP turbine and IP stator vane cooling, oil seal, pressurisation, air mixture chamber and pyrometer lens purging. 4. HP compressor, fourth stage - Environmental control system, and nozzle air motor. eH compressor delivery (sixth stage) - Radial IP blow-off valve actuation, turbine pressure ratio transducer, main and reheat fuel control, thrust reverser air motor, HP turbine rotor and stator vane cooling, IP turbine rotor cooling.air mixture chamber and the air cooled fuel cooler (ACFC). CconssranmarMsicHars 1 NATO RESTRICTEDNATO RESTRICTED 2.0 IP Blow-Off Valve A radial IP blow-off valve (BOV), which is controlled by the MECU and operated by HP ‘compressor delivery air, automatically dumps IP compressor air into the by-pass duct to improve the surge margin. This component will be dealt with in more detail in CHAPTER 7 NATO RESTRICTED 2\ by SUNLXIN WY [— (031009) uly ah Fy uty 2 aoe Awan (ovas wossaudnoo wvau) uly SUNLXIN SéH ONY 9NI1009 XSI HOLOY a (a21009Nn ONY 031009) ta 3NIBENL “dH SAH = = uty 41 ‘ONIT009 aNIauNL “eH (NOLLATIO) Ze co ae HT | 3ATVA 340-078 NoLvsiunssaud ONY W3GMVHO ONIHV3O HV3H OL ‘OWIT009 ONIUV3E HV3H “ONITOOD 3NIBUNL ‘é 1 CAH WIV CdH 3ONVHOXS L3H WALSAS WIV TVNUSLNIcor\(ar2\\(Dakrmas\ewweSNATO RESTRICTED Chapter 4 THRUST REVERSER SYSTEM DESCRIPTION Para 1 Introduction 2 General. 3 Thrust Reverser Control Unit. 4 Shut-off 5 Selector Valve , Lock Actuator And Latching Valve 6 Servo piston and differential gear . 7 ‘Air motor control valve, feedback mechanism and error limiter 8 Thrust reverser actuator mechanism .. 9 Flexible shafts and guide tubes 10 Locking mechanism 11 Thrust reverser bevel gearboxes 12 Thrust reverser hall screw actuators 13. Thrust reverse link mechanisms 14 Front and rear lever assys 15 Thrust reverser bucket assys, 16 Micro switch ass 17 Controls and indications ELECTRICAL CONTROL SYSTEM 1 Description 2 Trainer variant 3 Inhibit circuit OPERATION 1 Thrust reverser control unit operation FIGS 1 Thrust reverser system component location. 2 Thnust reverser actuator mechanism, 3 Thrust reverse motor cut-away 4 Thrust reverser schematic.(operation) CcomssiznmarrMsicHars 1 NATO RESTRICTED Page No UNE ERE EBONNATO RESTRICTED Bucket locking mechanism, Thrust reverser control / indications. ‘Thrust reverser system circuit diagram (GRI). ‘Thrust reverser system circuit diagram (Trainer). DESCRIPTION 1.0 Introduction (Fig 1) The RB199 engine is equipped with a bucket-type thrust reverser system. Two thrust severser buckets deploy into the jet efflux to the rear of the exhaust nozzle and redirects the jet cfllux forward and outward to reduce the aircraft forward speed. The buckets are stowed above and below the rear jet pipe casing, between the main ring fireproof bulkhead and the conical fairings. Deployment of the thrust reverser is initiated by rocking the front cockpit RH throttle lever outboard. Providing the oleo relay is closed (i.e. aircraft mass on the wheels) the electro- pneumatic control unit operates the deployment mechanism; the control unit also operates a mechanical system, locking the buckets in the stowed position, 2. Thrust reverser - General - (Fig 2) ‘Two semicircular buckets (1) are stowed (not in use) above and below the rear jet pipe casing. Each bucket is connected to front (operating) and rear (synchronizing) levers (2) which are part of the thrust reverser link mechanism (3) mounted at three o'clock and the nine o'clock positions on the rear jet pipe casing. The levers pivot the buckets to a position rear of the exhaust nozzle: the rear edge of each bucket come together when deployed. The operating levers are actuated by a ball screw actuator (4) and a bevel gearbox (5) mounted within each thrust reverser link mechanism, The bevel gearboxes are driven by a continuous ring of flexible shafting (6) from the combined control unit and air motor (7): this arrangement enables the actuation mechanism to continue functioning in the event of flexible shat failure at any one point. Each bucket is ‘mechanically locked in the stowed position by a dowel (8) engaging a lug (9) on the forward edge, the dowels being within support assemblies mounted on the forward flange of the rear jet pipe casing. The dowels are cable-operated (10) through the locking cable actuator which is connected by a threaded-end rod to the thrust reverser control unit. Two micro switches, mounted on the left side link mechanism, detect the correct deployment (11) and stowing (12) of the buckets. A third micro switch (13), mounted on the locking cable actuator, detects the position of the bucket locking system Cconisu12nD2TMS;CHAPL 2 NATO RESTRICTED1 &y 42N0NG = HOLIMSOHOIN —-HOLINSOWOIN saan ANN 10HLNO9 3aNd AlddNs: 4aMO1 aamois W907 12x98 AS¥HS 3180 ASMWHL aswanay IV SdH \ aneixa14 HOLIRSOWOIIY o3,01430 wouvaidy 13¥90g STUVLIG LSAYHL ISHIAIYNATO RESTRICTED NATO RESTRICTEDNATO RESTRICTED. Adjustable stop Valve mating housing © Planet gear ‘Quadrant gear Piston rod-end Relief valve Piston assembly Cylinder essembly ‘Transfer housing Orifice Gear cover assembly Air motor essembly Push-rod Piston Spool valve SD. Two-way servo valve C é Solenoid valve assembly awa ie Shut-off valve assembly 2 \ § Valve o 5S Cable lever & Latch valve an > z a Rocker 5 f G j Piston housing 1 > . Control housing Rigging plate Rotary valve Wormshait Wormuhes! Plonet lever Drive shaft ValveNATO RESTRICTED 2.1 The left side link mechanism of a LH engine and the right side link mechanism of a RH engine is dressed with a side fairing .The thrust reverser system comprises the following com- ponents: ~ a thrust reverser control unit ~ a thrust reverser actuator mechanism ~ a thrust reverser bevel gearbox ~ a thrust reverser hall screw actuator - a thrust reverser link mechanism ~ thrust reverser bucket assemblies - micro switch assemblies. 3.0 Thrust reverser control unit ( Fig 3) The thrust reverser control unit provides a controlled mechanical drive through the actuator and link mechanisms to the thrust reverser buckets: the control unit is mounted on the front jet pipe assembly at the seven o'clock position . 3.1 The control unit mechanisms are housed within alloy castings assembled together to form 4 combined control unit and air motor; the assembly provides an electrically controlled, pneumatically operated, mechanical output. The main components of the unit are: = a shut-off valve and solenoid (17 & 18) - aselector valve (16), lock actuator and latching valve (13,14,15 and detail ‘AY = aservo piston and differential gear (3.4 and 30) - _ anair motor control valve (24 & 26), feedback mechanism (27) and error limiter (31). 4.0 Shut-off valve (Fig 4 Item ‘F’) ‘The shut-off valve comprises a double-ended piston, one end of which controls the inlet of HP compressor delivery air (HIP6) to the system .A restricted passage through the piston permits HP6 air to its closing side in which differential areas and spring pressure hold the piston closed. An outlet to atmosphere is controlled by a solenoid-operated conical valve. COnIssL an DATTNSICHARS 3 NATO RESTRICTEDNATO RESTRICTED 5.0 Selector valve, lock actuator and latching valve (Item “E’ and ‘D’) The selector valve consists of a pair of solenoid-operated double-ended conical valves which direct the distribution of HP6 air to the lock actuator (Item ‘D’). 5.1 The lock actuator consists of a spring-loaded piston attached, through a linkage, to the latching valve (11) and the threaded rod operating the bucket locking dowels via the locking cable actuator. The other end of the lock actuator piston is attached to a spool valve (13) controlling the supply of HP6 ait to the servo piston assembly (Item ‘C’). 5.2 The latching valve connects the closing side of the shut-off valve to atmosphere, preventing the piston closing before the bucket locking dowels engage when the buckets are stowed. 6.0 Servo piston and differential gear (Item B+C) The control unit servo piston (10) operates the air motor control valve (18) through a linkage and a differential gear system. A port is positioned at each end of the servo piston cylinder, so that after approximately 80 per cent of its movement, the piston covers the respective port and compression of the ar in the remaining portion of the cylinder prevents excessive impact when the buckets reach the deployed/stowed position. 6.1 The servo piston is linked to the differential gear system quadrant gear (4), which actuates, a drive shafi-mounted sun gear (2)through a planet gear (5). A Jever assembly, to which the planet gear is connected, pivots on the sun gear axis and operates the air motor control valve, 7.0 Air motor control valve, feedback mechanism and error limiter 7.1 The air motor control valve (18) is a rotary valve controlling the passage of HP6 air through the air motor ports; the valve is operated by the differential gearing planet lever. 7.2. Feedback from the air motor is transmitted by a wormshaft (6) to a wormwheel attached to the sun gear drive shaft in the differential gear system. 7.3 ‘The ervor limiter (8) isa valve which prevents the servo piston fully opening the air motor control valve before feedback from the air motor can reposition the planet lever assembly. The valve is connected to the planet lever assembly and to each side of the servo piston. 8.0 Thrust reverser actuator mechanism ‘The thrust reverser actuator mechanism transmits the rotary output of the control unit to the thrust. reverser link mechanisms and the operation of the control unit lock actuator to the bucket locking dowels, The actuator mechanism is located around, and secured to, the rear jet pipe casing and the thrust reverser link mechanisms ‘conissI2/DAPTMSICHARS 4 NATO RESTRICTEDNATO RESTRICTED 8.1 Rotary output from the thrust reverser control unit is transmitted by flexible shafts, to and between, two thrust reverser bevel gearboxes. The bevel gearboxes transmit the drive to two thrust reverser ball screw actuator. The actuator mechanism comprises: = flexible shafts and guide tubes ~ alocking mechanism, 9.0 Flexible shafts and guide tubes ‘The flexible shafts comprise varying lengths of flexible shafling according to the position in the actuator mechanism: square ends on the shafts locate through climp collars into the bevel gearboxes, the upper shaft into shalt end adapters within the gearboxes. Three guide tubes contain the flexible shafts around the periphery of the rear jet pipe casing. The two lower tubes pass through the main ring fireproof bulkhead, in support housing and connect to the thrust reverser Control unit by flange connections and to the bevel gearboxes by union connections. The upper tube is connected between the bevel gearboxes with union connections and, in conjunction with the exhaust nozzle actuator mechanism guide tube, is clipped to two brackets attached to the fireproof bulkhead. The lower right side tube is clipped to the main ring fireproof bulkhead. 10.0 Locking mechanism (Fig 5) Each thrust reverser bucket is locked in the stowed position by a locking dowel (1) engaging a lug (2) bolted to the forward edge of each bucket, The dowels are located within support assemblies mounted at the six o’clock and twelve o'clock position on the rear jet pipe casing forward flange: the dowels are an integral part of the bucket locking cables (3). Each cable is operated through the locking cable actuator (4)(Uransfer gear) by a threaded end rod from the thrust reverser control unit lock actuator lever. 10.1 When thrust reverse is selected, the control unit lock actuator lever withdraws the dowels from each bucket lug, allowing a spring loaded latch to engage a waisted portion in each dowel. De-selection of thrust reverse causes the control unit lock. ‘9 move the dowels to the disengaged position, although the dowels remain latched. As each *cket nears the stowed position, the forward edge depresses the latching assembly, the dowels are released and, under spring pressure from the control unit lock actuator, engage the bucket locking lugs. 11.0Thrust reverser bevel gearboxes(Fig 2 item 5). ‘The thrust reverser bevel gearboxes, secured to the forward end of each thrust reverser mounting bracket, transmit the mechanical drive from the flexible shafts through 90 deg to the thrust reverser ball screw actuators. The actuator mechanism flexible shafts locate into an input shaft with a bevel gear assembly, which transmits the drive through 90 deg to each thrust reverser ball screw actuator quill shaft- Cconis12n DAFTMSICHAPE 5 NATO RESTRICTEDs by agimols 1349N8 @3A01d3d 1ayDNd ie re as wfQausnm | JS ees -_ @. Y TaM0d ONIHDOT i) Mg ——4O1VADY ¥901 JDIAId ONIHDOT L3NDNNATO RESTRICTED 12.0 Thrust reverser ball screw actuators(Fig 2 item 4) The thrust reverser ball screw actuators transmit the drive from the thrust reverser bevel gearboxes to the front lever assemblies. The actuators have an integral gimbal mounting, which locates into spherical bearings in the thrust reverser mounting bracket. A quill shaft extends from each actuator and locates within each bevel gearbox; through a spur pinion assembly, the quill shaft drives a nut body which operates a screw shaft through a recirculating ball system. 13.0 Thrust reverser link mechanisms(Fig 2 item3) ‘The thrust reverser link mechanisms transmit the drive from the thrust reverser ball screw actuators to the front lever assemblies which translate the rotary movement of the ball screw actuators into the elliptical movement of the thrust reverser buckets. The mechanisms are secured to the rear jet pipe casing front and rear flanges at the three o’clock and nine o'clock positions. Each mechanism locates the front and rear lever assemblies. 14.0 Front and rear lever assemblies(Fig 2 item 2) ‘The front (operating) and rear (synchronizing) levers pivot on bearings located within the thrust reverser mounting bracket. The front levers ate connected through upper and lower connecting levers to a connecting shaft with the ball screw actuator screw shaft. The rear levers have attached meshed spur gears which ensure the synchronous operation of the upper and lower levers. ‘The rear levers are independent of the front levers when the thrust reverser buckets are removed. 15.0 Thrust reverser bucket assemblies ‘The thrust reverser buckets, when deployed, redirect the jet efflux forward and outward to reduce the aircraft forward speed. Each bucket is secured to two front (operating) levers and two rear (synchronizing) levers. The buckets stow (not in use) above the rear jet pipe casing (upper bucket) and below the rear jet pipe casing (lower bucket), 15.1 The upper and lower bucket of each engine is handed and dressed to the particular application, therefore the buckets are not interchangeable. Cconmsi2n m2rTMsicHArs 6 NATO RESTRICTEDNATO RESTRICTED 16.0 Micro switch assemblies (Fig 2) Two micro switches ‘stowed’ (12) and ‘deployed’ (11) detect the position of the thrust reverser buckets in the stowed or deployed piston. A single micro switch locked’ (13) detects the position of the locking mechanism locking cable actuator, The ‘stowed’ and ‘deployed’ micro switches are located on brackets attached to the thrust reverser left side link mechanism, The locked’ micro switch is mounted on the locking cable actuator Two alternative arrangements for electrically connecting the three micro switches are in use. ~ pre Mod.41066. The ‘stowed’ and ‘deployed’ micro switch assemblies are connected via a common ectrical connector at the fireproof bulkhead. The ‘Jocked’ micro switch is connected to a second electrical connector at the fireproof bulkhead - post Mod.41066- The ‘locked’ and ‘stowed’ micro switches are connected to the first connector and the ‘deployed’ micro switch to the second connector. ‘The micro switch assemblies provide visual indication in the cockpit of the position of the thrust reverser buckets. The ‘deployed’ micro switch also inhibits the initiation of reheat when the buckets, are deployed. 17.0 Controls and indicators (Fig 6) The controls and indicators associated with the thrust reverser system are as follows - throttle levers, located on the LH console in the front cockpit enables the operator to select or prearm thrust reversal by rocking outboard the right-hand throttle lever: the LH throttle lever is associated with the lift dump system only - a REVERSE THRUST O/RIDE/NORM two-position lock toggle switch, mounted on the Jower LH anti-glare shield in the front cockpit selection to O/RIDE permits the use of thrust, reversal for single engine landing or in the event of a failure of a thrust reverser system - a REVERSE THRUST, ON/FRONT/OFF three-position lock toggle switch mounted below the reverse thrust indicators on the anti-glare shield in the rear cockpit of the Trainer Variant; the switch operates as follows: - ON reverse thrust selected - FRONT reverse thrust controlled from the front cockpit = OFF reverse thrust inoperative. covenanmrtmsicnars 7 NATO RESTRICTEDNATO RESTRICTED NATO RESTRICTED REVERSE THRUST INDICATORS OVERRIDE swiTCH REV WARNINGS THROTTLE AOCK TEST INDICATORS THROTTLE LEVERS FRONT COCKPIT “Thrust reverser system controls and indicators Ag & NATO RESTRICTEDNATO RESTRICTED - REVERSE THRUST, LEFT and RIGHT three-position magnetic indicators, two ‘mounted one each side of the override switch in the front cockpit and, on the Trainer Variant, two mounted on the anti-glare shield in the tear cockpit; the indicators are operated by micro switches and display gray when the buckets are stowed, REV when the buckets are deployed and crosshatched when the buckets are in transit - THROTTLE ROCK TEST, LEFT and RIGHT two-position magnetic indicators, mounted on the engine test panel, show the result of a throttle rock test. With power on, the indicator displays white (normal) before and after a throttle rock test; a cross-hatched display indicates a circuit malfunction - primary (red) central warning system (CWS) warning caption, marked L REV and R REV, which illuminate to indicate reverse thrust system failure under certain conditions. Electrical control system (Fig 7) 1.0 DESCRIPTION Thrust reverse is selected on both engines by rocking the RH front cockpit throttle lever outboard, this operates a parallel pair of micto switches at the base of the throttle lever. Deployment of the thrust reversers takes place only if the aircraft mass is on the wheels and the oleo legs compressed, ic., oleo relay 20GA closed (oleo relay 17GA is associated with the lift dump system). The selection signal from the RH throttle lever, through closed oleo relay 20GA, closes power relays 23CJ and 24CJ, which are latched to cater for a bounced touch-down after prearming: the closed power relays complete a power supply to the solenoids of both air shut-off valves and air selector valves via safety relay KJ which is de-energised (closed). Providing the inhibit circuit has not operated relay SKI, the thrust reverse buckets deploy. 1.1 Cancellation of thrust reversal de-energizes the solenoids of the air selector valves and the air shut-off valves. De-energizing the air selector valves positions the air motor controls to supply HP6 air to drive the air motors in the opposite direction to stow the thrust reverser buckets, the air shut-off valves, although de-energized, are pneumatically latched open until stowage is complete. 2.0 Trainer Variant (Fig 7a) (On the Trainer Variant, selection of thrust reversal from the front cockpit can be overridden and switched off by setting the reverse thrust selector switch (25CI) in the rear cockpit to OFF: this removes the ekectrical supply from the throttle micro switches to stow the thrust reverser buckets With the selector switch (25CD set to ON, thrust reversal is selected, regardless of the position of the front cockpit throttle lever, by switching the electrical supply to the other contacts of the throttle micro switches. With the selector switch (25CJ) set to FRONT, thrust reversal is selected in the front cockpit in the normal manner. CovIstanDITMSICHARS 8 NATO RESTRICTEDNATO RESTRICTED 3.0 Inhibit circuit The inhibit circuit ensures that one thrust reverser bucket cannot deploy while the other remains stowed, The air selector valve solenoid electrical supply also energises the stow detection relay (19KJY) the directs a supply to the time delay relays (SKJ and 9KJ) via the stowed micro switches. If both buckets deploy normally, both stowed micro switches open before either time. delay relay can operate, breaking the supplies to both time delay relays. If one or both buckets fail 10 deploy correctly, the time delay relay operates after 05s (nominal) and latches through its own. contacts, this directs a supply through the override switch (6K) to the safety relay (SKI) which energizes to break the supply to the shut-off valve and selector valves solenoids of both engines. ‘The closing of either, or both, time delay relays also initiates an associated red L REV or R REV ‘warning caption on both CWS control panel. 3.1 The inhibit circuit can be manually overridden by selecting the override switch to O/RIDE, this action de-energizes the safety relay (SKJ), thus enabling the serviceable engine thrust reversal system to be deployed by selecting thrust reversal in the normal way 3.2 Ifa bucket becomes disengaged, the locked micro switch completes a supply from the ‘de- ployed’ micro switch to the lock timer relay (7KJ or 10K). If the buckets fail to deploy, the lock timer relay closes after 2 s and initiates the associated red L REV or R REV warning caption on both CWS control panels. Should the lock subsequently re-engage, the warnings are cancelled. ‘Thrust reverser control unit 1.0 Operation (Fig 4&7) Selection of thrust reverse causes the throttle switch to pass a supply to the shut-off valve conical valve solenoid, which releases the piston closing air pressure to atmosphere. HP6 air pressure overcomes the piston spring pressure, opening the valve and allowing HP6 air to the air motor control valve; HP6 ait also passes through the annular filter to the selector valve. 1.1 The selector valve solenoid operates two double-ended conical valves, distributing HP6 air 10 one side of the lock actuator piston and opening the other side to atmosphere. 1.2 Movement of the lock actuator piston mechanically operates the latching valve which, when the bucket locks are being withdrawn, connects the closing side of the shut-off valve piston to atmosphere: this prevents the valve closing until the bucket locks are engaged. As the lock actuator landed piston moves it uncovers ports connecting HP6 air to one side of the servo piston and ‘opening the other side to atmosphere. covssiznmamsenars 9 NATO RESTRICTEDNATO RESTRICTED. 1.3 Servo piston movement is transmitted mechanically to the differential gear system annulus gear, driving the planet gear in the same direction around the sun gear. The error limiter, pivoted between the sun and planet gear, follows this movement. The control arm connected to the planet gear, positions the air motor control valve, allowing HP6 air to pass in the desired direction through, the air motor, rotating the drive shafts and operating the thrust reverse buckets; HP6 air is then exhausted to atmosphere. 14 To prevent overstressing of the differential gear system, the error limiter is included: this prevents the rotary valve becoming fully open before the feedback device is able to reposition the planet gear As the rotary valve approaches the fully open position, the error limiter piston uncovers 4 port connecting the appropriate side of the servo piston to atmosphere. The rate of servo piston movement is arrested, preventing undue stress on the linkage and gear and ensuring the system remains in phase with the air motor. 1.5 To prevent HP6 air at high engine speeds introducing excessive torque to the thrust reverser structure, a relief valve across the rotary valve limits the stowing pressure. CCovIstaNDITMSICHAR 10 NATO RESTRICTEDPa (28¥ 0c) re (280 0c) Pr3 (28v 0¢) -— { . | ocx » Ad auer zea Hise zon a are | face teg7 ons | aa | : . i 7 [rma i | Tart mas seLeceo Dt =a | CLA... tf Pt L 7 wen [| wore | ie sion’ 4g cam) OT ! co =e AIR SHUT-OFF VALVES AIR SELECTOR YALVES Thrust reverser control cir:_|s estoy -_ls a REHEAT INHIBIT To LEFT ENGINE CUE OVEAT INIBIT TO RIGHT ENGINE CUE 1 : = + j cd "HRUST REVERSER INDICATORS ae “he oe ak : . | j Ga) : ) U le Ws conraou i NIT PANEL | - t 1 ae Lp ©.W s corRoL ‘UNET PANEL Fiq 7 ircuit - GR Mk.1| | a : | | | 5NATO RESTRI CHAPTER 5 ED RB 199 Oil System Contents Para, DESCRIPTION 1. Introduction 2. Oil Tank 3. Pressure System 4. Scavenge System 5. Air Venting System 6. Oil Pressure Sensing 7. Oil Temperature Sensing OPERATION 8. Introduction 9. Oil Tank 10, Oil Pressure Pump 11. Pressure Relief Valve 12, Pressure Filter 13, Oil Pressure Supply Lines 14, Scavenge System 15. Fuel Cooled Oil Cooler 16. Air Venting System 17. External Gearbox Breather 18. Pressurising Valve : 19, Oil Differential Pressure Warning Switch 20. Oil Temperature Bulb 21. Mk 101 ECU Supplement 22. Supplementary lubrication system differential pressure warning switch COTISSIZNUDITNSICHAPS NATO RESTRICTED Page No WU kRwRDNATO RESTRICTED DESCRIPTION AND OPERATION OF POWER PLANT OIL SYSTEM (MK 103 & 104 ENGINES) DESCRIPTION 1.0 INTRODUCTION The main purposes of the oil system is to provide lubrication and squeeze film damping for the engine rotating shat bearings and also to lubricate the gears and bearings within the engine casing and external gearbox. 1.1 Scavenge pumps return the oil from front, centre and rear bearing chamber and external ‘gearbox to the tank via fuel cooled oil cooler. The venting system separates the ait/oil mixture of the scavenge oil and allows excess air pressure to vent overboard, 1.2 The oil system comprises an oil tank, a lubricating system, a scavenge system and a venting system. An oil pressure switch and an oil temperature probe are incorporated to transmit system malfunction warnings to the aircraft central warning panel (CWP). 1.3. The function, description and location of the oil system components are contained in the following paragraphs. 2.0 Oil Tank The oil tank is a reservoir containing oil available to be pumped under pressure to the engine and external gearbox. All scavenged oil is returned to the tank to maintain the oil level during engine running 2.1. The oil tank is bolted with its cover to the oil filer housing on the front LH side of the external gearbox. 2.2. Integral within the tank, mounted above the normal oil level, is a perforated de-aerator baille, which separates the airfoil mixture of the scavenge oil. Also mounted within the tank is a ball-weighted rotating slide valve assembly. 2.3. Inaddition to its oil filter housing mounting flange, a combined entry from the fuel cooled air cooler (FCOC) and for venting from the pressure pump are provided on the oil tank cover. CconissianmriMsicHars NATO RESTRICTED\&y Sauna J9N9AV3S xoguvas wand AaM1L3u — CUE Lane 2 = Governor and gauge - ADR and EUMS 4.0 NH pulse probe(Fig 3) ‘The NH puke probe, mounted on the RH side of the engine external gearbox, detects HP compressor speed. Basically, the NH probe is of similar construction to the NL probe but uses a gear wheel, driven by the HP shaft, to interrupt the magnetic flux. ‘The probe provides outputs to the following: - CUE Lane 1 - CUE Lane 2 - the NLINH over speed governor - the NLNH gauge - the low cycle fatigue counter/EUMS when fitted - crash recorder - engine speed switch unit, 5.0 Turbine blade temperature pyrometers.(Fig 4) ‘Two pyrometers, located approximately at the 4 o'clock and 5 o'clock positions on the engine by-pass duct around the (IP) turbine section, measure the IP turbine rotor blades surface temperature as a function of light intensity. The pyrometers comprise a lens assembly, a fibre optic light guide and an electrical signal output circuit. The generated signal is amplified and supplied to the CUE as a turbine blade temperature signal Ccovsnianmarrwsiciars 3 NATO RESTRICTEDHIGH PRESSURE COMPRESSOR SPEED (Ny) PULSE PROBETYPICAL OPTICAL PYROMETER AIRING TO AMPLIFIER TURBINE BLADE Fa, &NATO RESTRICTED 6.0 Air intake temperature (T1) probe. ‘A probe, located in each aircraft intake, supplies the associated CUE with an air intake temperature signal. The probe comprises a dual platinum sensing element, one for each control Jane, and a heater. The heater is controlled by a selector switch on the rapid-takeof panel in the front cockpit, but its operation is inhibited below 60 per cent NH by the engine speed switch unit. 7.0 Controls and indicators...refer to fig 5 Each dry engine contral system has the following controls and indicators: = athrottle lever = an ENG. CONTROL LANE I/LANE 2 switch - a LANES TEST push button - a TBT DATUM/LOW switch - common to both engines - an IGNITION OFF/NORM switch = aGVNR TEST switch - common to both engines - Land R THROT CWP warning captions = Land R FUEL T CWP warning captions and (post Mod, 10385) fuel = temperature indicators = Land R TBT CWP warning captions - a fuel filter CMP indicator = a dormant fault CMP indicator - engine instruments - a relight/reheat reset button 7.1 ENG, CONTROL LANE 1 LANE 2 switch. The ENG. CONTROL LANE 1 ‘LANE 2 switch selects the preferred controling lane, normally Lane 1. In the event of Lane 1 failure, the appropriate L or R THROT warning caption on the CWP illuminates and an automatic change to Lane 2 takes place. ‘The warning caption remains illuminated until manual selection to Lane 2 is made, Selection to a failed Lane 2 from a good Lane 1 is inhibited and will result in a CWP L or R THROT warning caption, but contro! will still be controlled by Lane (CUE 400). The older cue 300 will depower lane 1 enter a WSs lane which may result in @ runaway. 7.2 LANES TEST push button, The LANES TEST push button is part of the aircraft built-in test equipment (BITE) and is used to initiate a lane system THROT caption warning on the CWP and a TBT gauge test. In addition, lane 2 test illuminates the central REHEAT caption, The left LANES TEST push button also illuminates the L. VIB, R. VIB, L OIL T, R OIL T, L FUEL T, R FUEL T and TBT captions. (COTS 2NMDLTMSICHAPS 4 NATO RESTRICTED