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ROLLS ROYCE

AVON 1534
General description
Introduction Phase 1

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The Basics
Here at SWF we have a total of 7 Avon Gas
Generators, 3 on GL3, 2 on GL2 and 2 on WF3, today I
want to talk to you about the General Description of the
Engine, I will cover all basic functions of the Engine so
that firstly you become familiar with the components and
secondly for you to learn the component functions.
There will be 3 Phases for us to go through, this is the
first, our purposes today will be to introduce you to the
basic Engine and relevant parts.

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GENERAL DESCRIPTION
1 GAS GENERATOR DATA
• 1.1 • 1.4
• Type of Gas Generator Straight
flow gas turbine • Turbine Three-stage axial flow

• Direction of rotation Anti-clockwise • 1.5 Fuel System


viewed from rear

• 1.2 • Type of fuel Hydrocarbon gas


• Compressor 17-stage axial flow, • FMV Fuel control
incorporating automatic air bleed
valves and progressively variable • Fuel burners Detachable,
intake guide Vanes Swirler burners Installed

• Compression ratio 10:1 nominal


• 1.6 Lubrication System Refer to
• Plant Manufacturer's
1.3
• Combustion System Annular • Manual
casing enclosing eight • Oil specification See Chapter 6
interconnected flame tubes
• Flame tube numbering Anti- • Oil pressure See Chapter 3
clockwise viewed from rear, No.1 at
top left-hand position

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Mechanical Features

The Avon gas generator has a three-stage turbine driving a 17-stage compressor (Fig
1).

The main carcase of the gas generator is formed by a number of basically circular
casings secured together to form the rigid structure. The concentricity and radial
alignment of the structure is maintained by spigots, dowels and close fitting bolts.
The rotating assembly, which consists of the compressor and turbine, Is supported
in ball and roller bearings and is dynamically balanced to ensure smoothness of
operation.

The principal units of the gas generator, taken in sequence from front to rear
(Figs 2 and 3), are the air intake and front bearing housing surrounded by the anti-
icing air manifold, the compressor, the compressor outlet casing which houses the
internal wheelcase, the combustion air casing which houses the eight combustion
chambers, the nozzle box and turbine housing and the exhaust unit. To the exhaust
unit is attached the exhaust transition section which leads the gas flow to the power
turbine.

Some makes of gas generator have a close-coupled arrangement which eliminates


the exhaust unit and transition section and enables the gas generator to be
connected directly to the power turbine casing. What is ours?

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AIR INTAKE
COMPRESSOR OUTLET CASING 38. Burner Feed Arm 57. IP Turbine Blades
20. Compressor Final Stage Disc 39. Flame Tube Locating Pin 58. Front Interstage Seal
1. Starting Drive Fairing
21. Centre Main Bearing Front Air Seal 40. Combustion Chamber Air Casing 59. Rear Interstage Seal
2. Starter/Starter Drive
22. Compressor Rear Shaft Flange 41. Combustion Casing Adjusting Washer 60. LP Turbine Blades
3. Intake Guide Vanes
23. Final Stage Seal Vent Compartment 42. Rear Bearing Cooling Air Holes 61. LP Turbine Wheel Securing Nut
4. Anti-Icing Hot Air Tube
24. Centre Main Bearing 43. Cooling Air Blanking Disc 62. Exhaust Unit Insulation Plate
5. Front Bearing Housing Support Strut
25. Centre Main Bearing Front Oil Seal 44. Rear Main Bearing 63. LP Nozzle Guide Vanes
6. Air Intake Extension
26. Compressor Final Stage Air Seal 45. Flame Tube Discharge Nozzle 64. Cooling Air Outlet
7. Intake Anti-Icing Manifold
27. Compressor Outlet Guide Vanes 46. Cooling Air Discharge Tube 65. LP Turbine Casing
8. Anti-Icing Hot Air Delivery Pipe
28. Flame Tube Snout
9. Front Main Bearing
29. Internal Wheelcase Front Half TURBINE EXHAUST UNIT
10. Intake Guide Vane Actuating Ring
30. Internal Wheelcase Driving Gear 47. IP Turbine Shroud Cooling 66. Exhaust Unit Inner Cone
31. Internal Wheelcase Rear Half Air Tube 67. Thermocouple
COMPRESSOR
32. Compressor/Turbine Coupling 48. IP Nozzle Guide Vanes
11. Compressor Rotor Blades
49. LP Turbine Wheel Securing Bolt
12. Compressor Rotor Blade Retaining Pin
COMBUSTION CHAMBER 50. HP Turbine Cooling Air Pipe
13. Compressor Front Shaft
33. Flame Tube Interconnector 51. Turbine Cooling Air Pipe
14. Anti-Icing Air Discharge Valves
34. Combustion Chamber Heat Shield 52. Outer Air Seal Carrier
15. Vortex Reducer for Cooling Air
35. Turbine Shaft 53. Air Guide Plate
16. Cooling Air Holes
36. Rear Bearing Housing 54. HP Nozzle Guide Vanes
17. Compressor Rotor Disc Driving Splines
37. Burner Head 55. Cooling Air Manifold
18. Compressor Stator Blade Locating Ring
56. HP Turbine Blades
19. Rotor Disc Flexible Hub
The rotating assembly of the gas generator is subjected to both radial and axial
stresses. The radial stresses result from large centrifugal forces imposed by the high
operating rpm and mass of the rotating assembly.
The axial loads on the rotating assembly results from the action of the gas stream.

The turbine wheels tend to move rearwards because of the pressure drop across the
blades. The compressor rotor tends to move forward due to the increase of
pressure across each stage of blades. It is the function of the centre bearing to
take the resultant axial loads imposed by both the turbine and the
compressor.

GAS GENERATOR

Cooling and Sealing

To prevent the transfer of heat from the gas stream to vital components
within the gas generator and to minimise thermal stresses, cooling air is tapped
from the compressor and conveyed to the gas generator components. Air at
compressor delivery temperature is used to cool the turbine, air from an
intermediate stage of the compressor is used to cool the components not in
direct contact with the gas stream.

Throughout the gas generator there are several clearances between


stationary and rotating parts and at these points seals, pressurised by the
cooling air from the compressor, are used to prevent leakage of air, oil or hot
gases into the gas generator. Because of the high speeds and temperatures
involved,
08/21/20 the seals are mostly of the multi-grooved, self-clearing or thread type. 8
The air intake and front bearing housing, the compressor casings and the
internal wheelcase are manufactured from various grades of light alloy.

The compressor outlet casing, the combustion air casing, the nozzle box, the
exhaust unit and the transition section, as these are subjected to higher
temperatures, are manufactured from various grades of steel.

Due to the wide divergence of temperature and the variety of materials


used the gas generator is designed to accommodate thermal expansion. For
instance, the nozzle guide vanes are free to move in their locations so that
expansion when running hot does not distort the nozzle box and the turbine
shroud rings. The combustion chamber flame tubes are secured only at the front
and are free to slide in the nozzle box.

Most of the joints between the main casings are in a state of tension, and
to ensure adequate tightness of the joints under running conditions the retaining
nuts are torque loaded to a specified poundage. Controlled tightening is also
applied to nuts retaining gears and bearings, and to the bolts securing the
compressor and turbine to their driving flanges.

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Gas Generator Mountings

Exhaust unit fitted

The gas generator is supported by two mounting trunnions attached to the nozzle box
and two flexible front mountings attached to the compressor casing.
The axial and circumferential forces imposed by the gas generator are absorbed by the
mounting trunnions.
The two flexible front suspension mountings, while supporting the front of the gas
generator, permit limited movement to accommodate expansion and torque reaction
from the rotating assembly. MAY HAVE TO REVIEW THIS SECTION

Starting

The gas generator is rotated initially either by an external starter connected by a shaft to
the starter drive coupling or by a gas generator mounted electric starter, mounted on the
front of the compressor.
When the gas generator attains suitable speed, combustion is initiated by means of two
high energy igniter plugs located in two of the combustion flame tubes.
The gas generator then starts to accelerate through the minimum self-sustaining rpm,
after which the starter motor is deactivated as the gas generator continues to accelerate
to idling rpm.
The starting cycle is controlled throughout by an automatic timing panel in the plant
system.

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Combustion System

The gaseous fuel is injected into the combustion flame tubes through eight fuel
burners, one in each flame tube. The flow of gaseous fuel is controlled by an
externally located fuel control system. Gas pressure to Fisher regulator V/v is _ _ _,
Fisher control V/v is regulated to _ _ _, and Fuel metering valve regulated to _ _ _.

Airflow Control System

The airflow through the compressor is controlled by a ring of moveable guide


vanes fitted across the intake of the compressor and by two bleed valves
fitted to the compressor casing.
The vanes and bleed valves enable the gas generator to operate smoothly at low
rpm outside its most efficient speed range.

Lubrication

Gas generator lubrication is effected by a constant pressure oil system


using a low viscosity oil. The oil system is located off skid and lubricating oil
is conveyed to and from the gas generator via a connection block mounted on
the gas generator.

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The chart in Fig 4 is given for reference only and depicts a gas generator at
maximum permitted rpm discharging through an ideal final nozzle; the actual
values vary with rpm and with the design characteristics of the power turbine.

Control of Gas Generator Power and RPM

At any given condition of barometric pressure and ambient air temperature, gas
generator power is a function of gas generator rpm.
Power output is controlled automatically by regulating the fuel supply and thereby
regulating the rpm. This is effected by the externally mounted fuel control system
and FMV fuel metering valve which is set at a minimal gas pressure light off
pressure of 2.9 to 3 psi. preferably 2.95 max, anything above this pressure setting
would instigate a heavy light off and possibly damage the engine internals.

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Anti-Icing System

To prevent ice from forming in the gas generator air intake when operating in
icing conditions, an electrically controlled anti-icing System conveys hot air from
the compressor to heat the air intake casing, the starter fairing, the intake guide
vanes and the front stage of compressor stator blades. If an external starter is
fitted, hot air from the compressor is used to prevent ice formation on the drive
tube from the external starter motor.

Gas Flow and Energy Levels

The gas generator induces air from the atmosphere, compresses it then heats it by
adding and burning fuel in the combustion flame tubes. The resultant expansion
forces the gases rearward through the gas generator turbine, where some of the
energy of expansion is used by the turbine to drive the compressor and the
accessories. The gases continue to flow rearward, where the remaining energy is
extracted in driving the Power Turbine.
FIG 4 shows the energy imparted to and extracted from the air/fuel stream in its
passage through the gas generator, the changes in pressure, temperature and
velocity being charted at each stage of the gas generator.
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Chapter 2 Detailed Description of Components
AIR INTAKE EXTENSION AND STARTER DRIVE FAIRING
The air intake consists of a fibreglass intake flare, extension ring(s) and a sealing
ring.
# note! There are various combinations of the above components which are fitted
dependent on installation requirements. Fig 1

Air Intake Extension Ring (Beaded) and of Sealing Construction

The extension ring is of steel sheet construction and is secured to the anti-icing
manifold by studs and nuts, refer to Fig 2.
The seal consists of a rubber ring clipped to the intake flare and extension ring.

Air Intake Extension Ring (Flanged)

The 2 in. flanged extension ring is of steel sheet construction and is secured to the
anti-icing manifold by studs and nuts, refer to Fig 3.
The intake flare is secured to the extension ring by bolts and nuts .

Starter Drive Fairing - External Starter

The function of the starter drive fairing is to provide an aerodynamically correct path
for the airflow into the compressor.
Two aluminium shells, one inside the other, form the basic structure of the fairing,
which is secured to the centre section of the front bearing housing and air intake
casing, refer to Fig 4.
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COMPRESSOR ROTOR

The 17-stage axial flow compressor of the Avon gas generator has been developed
from an earlier 15-stage Avon compressor by the provision of two additional low
pressure stages. To preserve a uniform nomenclature, The original 15 stages
continue to be known as stages 1 to 15.
The additional two low pressure stages are known respectively as the '00‘ stage
and the '0' stage.
From the air intake end, therefore, the stages are numbered: Stage '00', stage '0‘,
stage 1, etc. to stage 15. The compressor rotor blades stages '00'and 3 to 15 have
super polish finish.
The function of the compressor is to compress the air before combustion.
The compressor is driven by the gas generator turbine and provides a compression
ratio of approximately 10:1.

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The compressor consists of two basic assemblies; a rotor to carry the
moving blades and a casing to support the stationary or stator blades. The
stator blades recover part of the velocity energy imparted to the air by the rotor
blades and also direct the flow at an angle suitable for entry to the following
stage.
Each stage of the compressor consists of one row of rotating blades
followed by a row of stator blades. At the front of the compressor, intake guide
vanes direct the air at the correct angle into the first row of rotor blades. The
angular setting of these vanes is automatically controlled to suit the compressor
airflow requirements at any gas generator speed. Two bleed valves are
mounted on the compressor casing to control the airflow through the
compressor at low gas generator speeds; at high gas generator speeds the
valves are closed. These bleeds, together with the intake guide vanes, form the
airflow control system.
From the front to the rear of the compressor there is a gradual
contraction of the air annulus area between the rotor and the stator casing. This
is necessary to keep the axial velocity of the airflow approximately constant
through the length of the compressor. The convergence of the air annulus is
achieved by tapering both the rotor and the casing (Fig 6).

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The rotor is turned by the gas generator turbine so that air is induced
from the atmosphere and drawn past the guide vanes into the compressor,
where it is accelerated by the rotating blades and swept rearwards into the
following row of stator blades.
The pressure rise in the air stream results from a diffusion process in the
passages formed by the rotor blades and from a similar process in the stator
blade passages. The last row of stator blades (outlet guide vanes) direct the air
axially into the combustion chamber.

Airflow Control System

The compressor is designed primarily for optimum efficiency at the high


rpm range in which the gas generator normally operates. At low rpm the airflow
into the compressor, if uncontrolled, would approach the low pressure blades at
an unsuitable angle. To prevent this, intake guide vanes are fitted across the
intake section of the compressor to produce the correct angle of airflow to the
first stage, appropriate to the rotational speed of the gas generator. Control of
the guide vanes is automatic and is designed to progressively change the angle
of airflow into the first stage as the speed of the gas generator increases over a
particular rpm range.

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The bleed valves, by allowing a proportion of the air to vent to
atmosphere from stages 4 and 7 at low rpm, prevent the lower pressure stages
from stalling and the higher pressure stages from choking.
# When the compressor is operating within its design speed range, the bleed
valves are closed.

Construction

The compressor shaft is coupled directly to the turbine shaft and is


supported on two bearings, the rear one (gas generator centre bearing) being a
ball bearing to take the thrust of the compressor. To accommodate slight
variations in alignment which may occur between the compressor and turbine,
the turbine shaft is screw threaded to fit into the compressor shaft and a
detachable coupling is fitted.
The rotor blades, which are pinned to the rotor, are of aerofoil section
and are designed to give a uniform pressure rise at all sections from root to tip,
thereby maintaining a uniform axial velocity through the compressor. These flow
conditions are arranged by twisting the blade from root to tip so that the angle of
air incidence or attack is correct for each point along the blade profile. The
length of the blades vary according to the pressure stage; the longest blades
are in the '00‘ stage.

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The stator blades are located in the compressor casing and are of
aerofoil section. The blades in some stages are supported in stator rings and in
others they fit into channels in the casing; in both cases the blades have
freedom to expand. In each of the first six stages, because of the greater
lengths of the stator blades, the blades are joined together by segmented
shroud rings into groups of 3, 4, 5 or 6 blades.

Description of Rotor Assembly

The compressor rotor assembly consists of 17 sets of blades, each set


fitted to an individual disc, the discs being secured to a two-piece shaft. The
discs are termed: Stages '00', '0', 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15.
The final stage disc is secured to the front shaft by tapered bolts. Other tapered
bolts around the rim of the disc secure it to the rear shaft. Three equal-spaced
holes through the disc and its mating flange on the shaft, vent any leaking
stage 14 air to the rear end of the compressor.

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The two sections of the rotor shaft are joined together at their flanges by tapered
bolts.
The front shaft, which is the longer, is hollow and splined externally to locate the
first 16 discs. The front end of the shaft is tapered from stage 4 to the front
bearing. Holes, positioned between stages 3 and 4, allow for the admission of
cooling and pressurising air to the inside of the shaft. A seal fitted to the front
end of the shaft prevents oil loss from the front main bearing.
The shorter rear shaft carries the rotating member of the final stage air seal and
also two groove-type seals, one of which seals the final stage vent space, and the
other prevents oil loss from the gas generator centre bearing.
Screw threads machined in the bore of the rear shaft are for accepting the turbine
shaft.
The rotor assembly is supported at the front end by a roller bearing and at the rear
end by a ball thrust bearing.
In each of the first 16 stages the steel discs are designed to permit maximum radial
flexibility.
This flexibility minimises the effect of spline deflection during assembly and the
stress on the mounting splines during running.

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Between each of the first seven rotor discs is a spigoted steel spacer ring which
axially locates the discs and also retains the blade securing pins in position.
In the remaining sets, these spacer rings are integral with the rotor discs and
separate steel rings retain the blade securing pins.
The spacers between the first seven discs have seals machined on their periphery;
these seals match the stator blade shrouds, so reducing air leakage.

The vortex reducer, positioned between stages 3 and 4, provides a passage for
cooling and pressurising air to pass from the annulus of the compressor into the
rotor shaft. Separate convergent ducts in the reducer carry the air smoothly
towards the shaft, so removing any turbulence.
The pins securing the rotor blades to the discs are a free fit and allow the
blades to rock, to reduce vibration and stress at the blade root.
To achieve a state of balance throughout the compressor rotor, the discs with their
blades and the rotor shaft are statically balanced separately before final assembly.
After final assembly, the compressor rotor is dynamically balanced. Screwed holes
in the first and final stage rotor discs provide locationsfor balance plugs.

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The rotor blades are of aerofoil section, designed to give the same pressure rise at
all points from root to tip, thereby maintaining a uniform axial velocity of air and
preventing distortion of the flow. To provide these flow conditions, the blades are
twisted so that the angle of incidence is correct for each point along the blade
profile.
The length of the blades vary according to the stage at which they are positioned;
the longest blades are at the '00' stage and the shortest at stage 15 which we
previously mentioned.
The stage '00' rotor blades are manufactured from titanium and have molybdenum
anti-frettage pads on the front and rear pin bore hole faces.
The rotor blades in stages 0 to 2 are manufactured from aluminium alloy and the
rotor blades in the remaining 13 stages are manufactured from titanium to
withstand the increasing temperature arising from the compression of the air
passing through the compressor.

COMPRESSOR CASINGS AND STATORS Fig 7 & 8

The compressor casings is a cylindrical structure containing the stator blades and
the compressor outlet guide vanes. When viewed from front to rear, both the
internal diameter of the casing and the length of the blades show a gradual
reduction in size.

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Half Casings

The compressor casing is made up of three pairs of half casings and one
complete casing, all bolted together.
The first casing, the '00' stage casing, is made up of two separate halves and
contains the '00' stage stator blades. The next casing, the front casing, is in two
halves and contains stage 0 to 6 stator blades. The third casing, the intermediate
casing, is also in two halves and contains stages 7 to 9 stator blades.
The last casing is one complete casing containing stages 10 to 14 stator blades
and the compressor outlet guide vanes.

Each half casing is channeled to hold the stator blades. The blades are prevented
from sliding round the channels by retaining plates and locating lugs at the casing
joints. The channels for stages 2 to 5 stator blades are provided in the split
retaining rings (Fig 9) which are bolted to each half of the front casing.
The '00' stage stator blades are hollow. In icing conditions, the formation
of ice on these blades is prevented by passing hot air through the interior of each
blade, after which the hot air is vented to atmosphere.
In each of the first six stages, because of the greater length of the stator blades,
the blades are joined by segmented shroud rings in groups of 3, 4, 5 or 6 blades.

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In stages 5 to 9 the stator blades are built into groups of three and four, these
being joined at the platforms only. To allow for thermal expansion the blades are a
sliding fit in the channels and a small gap is provided between adjacent platforms
of each group.
Mounting faces are provided on the front casing for the intake guide vane ram and
the air bleed valves.

Outlet Casing

The annular outlet casing (Fig 10) is prefabricated from steel to withstand high
temperatures and stresses, and incorporates the last five compressor stator
stages, the static member of the compressor rear seal, the outlet guide vanes and
the burner snouts.
On the outside of the casing, provision is made for an elbow for the hot air valve,
and for oil feed and return connections and transfer tubes.

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Radial struts within the rear half of the outlet casing support an inner casing to
which the internal wheelcase and centre bearing assembly is attached.
The shaft that transmits the drive from the internal wheelcase to the accessory
drive, passes through an opening on the right-hand side of the casing and along
an axis at right angles to the centre line of the gas generator.
The stator blades in the outlet casing are joined at their roots in groups of five and
six to maintain their correct alignment. They are small blades and are retained, as
shown in Fig 11 by blade retaining rings which are dowel located and secured by
serrated head screws.
Each ring of blades has four diametrically opposed master segments, each
segment having a locating lug that engages with the slots in the retaining ring to
prevent the blades sliding round the channels when the gas generator is running.

The front platform of the outlet guide vane locates in the retaining ring and the rear
platform in the outlet casing channel. The last stage seal is dowelled and bolted to
the inner casing flange that is supported by eight radial struts adjoining the outer
casing.
Eight burner snouts, that form the front location for the flame tubes are located in
the spaces between the struts by small tubular locating pins on the inner casing
and by bolts through the outer casing.

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The dividing struts are hollow and contain slots which direct some of the
compressor delivery air into the manifold for the gas generator anti-icing system.
The struts also contain transfer tubes for the internal wheelcase oil feed and
return, and the rear main bearing return oil. Two outlet ports in the throat of the
outlet casing vent air from behind the last stage rotor disc through the outlet
casing to atmosphere, thereby reducing the axial thrust loading on the centre
main bearing.
Compressor delivery air is taken from the outlet casing to the fuel control
system.

FRONT BEARING HOUSING AND STARTER DRIVE

The front bearing housing supports the gas generator front main bearing, the
starter drive, the intake guide vanes and, if fitted, the gas generator mounted
starter units. Refer to Fig 12.

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Front Bearing Housing

The housing is manufactured from aluminium alloy and consists of a hub,


which supports the front main bearing, and an outer casing which is formed
integral with the hub by six struts. These struts are hollow and are arranged
tangentially rather than radially to allow for differential expansion and for torque
reaction from the rotating assembly. If an external starter is fitted, two of the
struts are used to convey feed and return oil to the front main bearing. If a gas
generator mounted starter is fitted, three of the struts are used to convey feed
and return oil to the front main bearing and the electrical leads to the starter
motor.

Intake Guide Vanes

To the rear of the struts and between the hub and the outer casing are 23 variable
angle air intake guide vanes; these vanes are of aerofoil section and are hollow to
allow the passage of hot air for anti-icing purposes. Each vane has an inner lever
which engages with an actuating ring (refer to Fig 14). Four master vanes are
connected externally to an operating ram, which in moving the master vanes
rotates the actuating ring, and causes the angle of all the vanes to be altered
simultaneously. Internal stops are incorporated to limit the movement of the vanes
under compressor surge conditions, although the normal limiting stops are in the
operating ram.

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Starter Drive
External starter (Fig 15)

The starter drive transmits the torque from the external starter motor to the gas
generator compressor. The starter drive consists of a coupling shaft, a bearing
housing for the coupling shaft, a ratchet housing and a ratchet pawl engaging
mechanism (Fig 16).
The coupling shaft is flanged at the front to engage with the drive tube from the
external starter motor and is splined at the rear to engage with the ratchet housing.
The coupling shaft is supported by a bearing housing, which is secured by screws
to the front face of the gas generator front bearing housing.
The coupling shaft bearing housing has two dry lubricant bearing bushes for the
coupling shaft. The shaft is located axially by thrust washers at the front and
rear, and the end float is determined by a spacing ring between the rear shoulder
of the shaft and a seal bearing. The seal bearing is retained by a nut locked by a
cupwasher.

A garter type oil seal, pressed into the bearing housing, engages with the seal
bearing to prevent oil leakage through the starter drive. An oil weir (situated
at the bottom of the bearing housing), by trapping a quantity of oil in the lower
segment of the oil seal when the gas generator is stationary, ensures immediate
lubrication of the seal assembly.

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A ratchet housing, supported on two roller bearing races, is splined internally at
the front to engage with the coupling shaft and has 15 internal ratchet teeth formed
at the rear to engage with the pawl and ratchet engaging mechanism.
The pawl and ratchet engaging mechanism (Fig 16) is secured to the front of the
compressor shaft by a sleeve bolt. The mechanism consists of six pawls, loosely
pinned to a pawl carrier. The pawls are spring loaded to engage at low rpm and
counterweighted to disengage at high rpm. During the starting cycle, as soon as
the gas generator rpm exceeds starter rpm, the pawls first ratchet then disengage
as the spring tension is overcome by centrifugal force.

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COMPRESSOR AIRFLOW CONTROL SYSTEM

The compressor is designed primarily for optimum efficiency at the high rpm
range in which the gas generator normally operates. Refer to Fig 17.
At low rpm the airflow, if uncontrolled, would approach the stage '00' rotor blades
at an unsuitable angle. To prevent this, variable angle intake guide vanes (IGV's) are
fitted across the intake of the compressor, to produce the correct angle of airflow to
the '00' stage appropriate to the rpm of the gas generator. The IGV's are operated
automatically by the IGV ram and their angle is changed progressively from maximum
as the rpm of the gas generator increases over a particular rpm range.

The bleed valves, by allowing a proportion of the air to vent to atmosphere from
stages 4 and 7 at low rpm, prevent the low pressure compressor stages from
stalling and the higher pressure stages from choking.
The bleed valves are operated by the bleed valve control unit (BVCU). When
the compressor is operating within its design rpm range, the bleed valves are
closed.

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Intake Guide Vanes (IGV) Ram

This unit is a hydraulic ram and is mounted on the right-hand side of the lower half
compressor casing. It consists basically of a spring loaded piston working in a
polished cylinder. The piston is operated by high pressure oil and is controlled by
a fraction of P2 (P2 is compressor outlet air pressure). The value of the P2 fraction,
and therefore the rpm at which the ram operates, can be controlled by a screwed
manual adjustment, locked by a locknut and covered by a capnut, situated on the
lower side of the ram. Refer to Fig 18.
The piston is connected to the master operating lever of the IGV assembly and,
through linkage, to the slide valve plunger of the bleed valve control unit. A spring
link is incorporated in the rod connecting the piston to the IGV master operating
lever. In the event of a compressor stall occurring, the consequent back pressure
can move the IGV's to the closed position independently of the ram, by extending
the spring link, thus preventing damage to the IGV's, linkage or ram.

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Operation

High pressure oil from the unit hydraulic oil system and P2 air from the compressor
are supplied to the intake guide vane ram through external pipes.
The P2 air first passes through a filter located on the underside of the compressor
casing adjacent to the intake guide vane ram.
The high pressure oil is fed to each side of a differential area piston, the oil acting
on the larger area of the piston first passing through a combined filter and restrictor,
to become servo pressure. Servo pressure is controlled by a servo valve and, until
this valve is opened, the piston remains fully forward and the intake guide vanes are
in the closed, or maximum angle of incidence position.
Under this condition, the servo pressure and the force of the piston return spring,
housed in the piston stem, are together greater than the force of the high pressure
oil acting on the smaller area side of the piston.
The servo valve is controlled by the movement of a diaphragm. The diaphragm is
subjected on one side to a static oil pressure plus the force of a bias spring, and
on the other side to a fraction of P2. P2 air is fed into the ram through a restrictor
and the value of the P2 fraction is determined by an adjustable bleed orifice
downstream of the restrictor.

08/21/20 48
As gas generator rpm increase and P2 increases, so increases the P2 fraction
applied to the servo valve diaphragm. The diaphragm moves forward, the servo
valve comes off its seat and servo oil bleeds to the low pressure return.
When this occurs, the high pressure oil acting on the smaller face of the
differential area piston overcomes the combined force of the piston return spring
and the reduced servo pressure, so moving the piston rearwards and reducing the
angle of incidence of the intake guide vanes.

Bleed Valve Control Unit, known as the (BVCU)

The BVCU is attached to, and operated by, the IGV ram. It consists of a slide valve
with lands machined in it moving in a ported cylinder. The slide valve is linked to
the IGV ram piston.
At low rpm, the IGV ram piston is fully extended and the BVCU is supplying LP oil
to the bleed valve operating pistons. Both bleed valves are therefore open.
As rpm increase, the ram piston begins to retract, moving the BVCU slide valve.
At a predetermined point, porting is uncovered which supplies HP oil to the stage
7 bleed valve and closes the valve. The stage 4 bleed valve, still under LP oil
influence, remains open. A further increase in rpm causes a similar sequence of
events which leads to the closing of the stage 4 bleed valve. Both bleed valves
remain closed at all rpm above this point.

08/21/20 49
As rpm decreases, the sequence of events is reversed. Stage 4 bleed valve opens
first then stage 7, and at all rpm below this point, both bleed valves remain open.

Bleed Valves

Two air bleed valves are fitted to the gas generator, one to the left-hand side of the
compressor casing, the other to the right-hand side; the valves bleed air from the
compressor rotor stages 7 and 4 respectively, throughout a predetermined range
of gas generator rpm. Refer to Fig 19.
The valve assemblies are almost identical and can be interchanged, after
repositioning the blanks and the connections on the ram bodies.
Each valve consists of a rectangular frame containing a sliding member which
carries six carbon plates. The plates are moved across a ported cover, through
which air is bled from the compressor, by a piston actuated by high pressure (HP)
oil. Alignment of the sliding member is effected by two ball pin assemblies, one of
which is attached by a connecting rod to the actuating piston.
Ingress of foreign matter into each valve is prevented by a matrix fitted to the
cover, and oil leakage from between the piston and the sliding member is
conveyed to the gas generator drain block.
The bleed valves are operated by the BVCU, which is integral with the IGV ram.
The BVCU operates each bleed valve at the appropriate rpm.
Each bleed valve is actuated by an operating piston. The piston has two opposed
faces, one of which has a larger effective area than the other. The smaller face is
always under HP oil pressure; the larger can be under LP or HP oil pressure,
dependent upon the position of the BVCU slide valve.

08/21/20 50
08/21/20 51
When the larger face is under LP oil pressure, the effective force on the
smaller face is greater than that on the larger face and the bleed valve is open.
When the larger face becomes subjected to HP oil pressure, the effective force
becomes greater on that face and the bleed valve closes .

Interaction of the System

Acceleration or deceleration through the IGV ram operating range.

As the gas generator is accelerated through the ram operating range, the
Following events occur:

Events next page


CONTINUED

08/21/20 52
(1) As gas generator rpm and compressor outlet pressure (P2) increase, so
increases the P2 fraction applied to the IGV ram servo valve diaphragm.
The ram, as previously described, begins to retract at gas generator rpm
determined by the setting of the adjustable bleed.

(2) As the ram retracts, it operates the IGV's through a mechanical linkage.
Throughout the operating rpm range of the ram, the IGV's are progressively moved
from their fully closed to their fully open position, so that they direct the airflow to
the '00' stage rotor blades at the correct angle appropriate to the rpm of the gas
generator.

(3) As the ram retracts, it also operates the BVCU slide valve. At a predetermined
rpm, the BVCU, by supplying HP oil to the stage 7 bleed valve, closes the valve.
At a higher rpm, the BVCU similarly closes the stage 4 bleed valve.

(4) As the gas generator is decelerated through the ram operating range, the
sequence of events is reversed; the ram extends and the stage 4 bleed
valve opens before the stage 7.

08/21/20 53
INTERNAL WHEELCASE AND ELECTRO-MAGNETIC SPEED PICK-UP DRIVE
Internal Wheelcase

The internal wheelcase (Fig 20) is housed in the compressor outlet casing and
transmits power from the compressor shaft to drive the electro-magnetic speed pick-up
drive which is located on the right-hand side of the compressor outlet casing.
We know as the Phonic wheel.

The internal wheelcase consists of a cylindrical alloy casing, built in two sections,
which houses the gas generator centre bearing and, on the right-hand side, the bevel
gear drive assembly which drives the electro-magnetic speed pick-up drive.
The driving bevel gear is splined to a spur gear which is driven by a similar gear
mounted on the compressor shaft (refer to Fig 21). This latter gear also engages with
the internally splined sleeve which couples the compressor and turbine shafts.

Oil is fed through the inner of two concentric tubes to a circular gallery around the
inner wall of the wheelcase as shown in this Chapter. Spray jets tapped from the gallery
directly lubricate the centre bearing and bevel gears. Oil is directed to the remaining
bearing and gears through drillings in the casing before draining to the bottom of the
wheelcase to be drawn back to the unit lubrication system. Self clearing type seals are
used to limit the entry of air and retain the oil in the wheelcase.

08/21/20 54
08/21/20 55
Electro-Magnetic Speed Pick-Up Drive

The electro-magnetic speed pick-up drive (Fig 22) is located on the


right hand side of the compressor outlet casing and consists of a support plate,
housing and end cover manufactured in alloy material. The housing consists of
an internal gear shaft and phonic wheel driven by the internal wheelcase bevel
gear drive through a hollow shaft. A mixture of oil and air from the internal
wheelcase passes through two radial drillings in the drive shaft to provide
lubrication for the gear shaft ball bearing. The air continues along the centre of
the gear shaft, passes through the open end of the gear shaft and is vented to
atmosphere through the vent hole in the end cover to which an external vent
pipe is fitted.
An oil return connection located on the underside of the housing conducts the
return oil from the ball bearing back to the unit lubrication system via the
distributor block on the gas generator.
The housing has provision for the fitting of two electro-magnetic speed
pick-ups. One of these pick-ups is used to record gas generator rpm and the
other is connected to an( externally located gas generator governing system.)
Check this out with Behera for confirmation
Moving on

08/21/20 56
08/21/20 57
AVON TURBINE/COMPRESSOR COUPLING

The torque and axial load of the Avon turbine is transmitted to the compressor by
means of the coupling. Refer to Fig 23.
The turbine shaft screws into the compressor shaft, and the coupling sleeve,
situated immediately behind the gas generator centre bearing, is splined to both
shafts.
The forward end of the internally splined sleeve engages with the main
driving gear, which itself is splined to the compressor shaft; the rear end
engages similarly with splines cut in the turbine shaft.
Axial location of the coupling is by a collar which is turned across the
turbine shaft splines; the collar is locked in position by a spring loaded plunger.
The axial load of the turbine is transmitted to the compressor through the
threads on the shafts; these also provide a means of adjusting the axial
clearance of the turbine.

08/21/20 58
08/21/20 59
COMBUSTION CHAMBER

The combustion chamber is located on the gas generator between the outlet
casing and the nozzle box and is formed by an outer combustion air casing and
an inner heat shield. Eight interconnected flame tubes are located round the
gas generator in the annular space formed by these two components.
Refer to Fig 24.
These flame tubes are numbered in an anti-clockwise direction when viewed
from the rear of the gas generator, the No.1 flame tube being located at the top
left-hand side. The No.3 and No.6 flame tubes carry the high energy igniters
which are required to initiate combustion.
In these flame tubes fuel is added to the high pressure air from the gas
generator compressor and the mixture ignited. The burning expanded gas then
accelerates rearwards to drive the gas generator and the plant free power
turbine. The temperature of the combustion gas is too high for the turbine
materials and the system is designed to cool the gas before entry into the gas
generator turbine assembly.
The combustion air casing is of fabricated steel construction and is connected to
the adjacent casing by flanged joints. The casing is treated with a heat resisting
aluminium paint.

08/21/20 60
08/21/20 61
A steel heat shield encloses the rear bearing housing to prevent the transfer of
heat from the combustion chamber to the turbine shaft and bearings.
To enable access to be made to the compressor/turbine coupling, the shield is
made in two sections secured together by screws to the rear bearing housing.
The ends are loosely located, the front on the inner flange of the compressor
outlet casing, and the rear on the rear bearing housing. A number of holes in the
front section of the shield convey cooling air into the annulus between the shield
and the rear bearing housing to effect the cooling of the turbine wheels.
The flame tubes (refer to Fig 25) are mounted in the combustion chamber, between
the snout in the compressor outlet casing and the retaining segments in the nozzle
box.
They are pin located at their forward end and interconnected to adjacent tubes.
Because the tubes are subject to high temperatures they are manufactured from a
heat resisting steel alloy.
Each flame tube consists of five sections which are welded to corrugated
spacers to form the complete tube. These corrugations form the flutes which,
together with the holes, transfer the mixing and cooling air from the combustion
chamber into the flame tube. The flutes are shaped so that a stream of cooling
air flows along the inside wall of the tube, thus preventing the tube becoming
overheated.

08/21/20 62
08/21/20 63
The flame tube head houses the swirl vanes and the flare, and carries a sealing
ring which fits into the centre of the snout to prevent air leakage between the
snout and the tube. The front flange of the flame tube fits over the snout;
The mating faces of the flange and snout are flame plates to reduce wear.
An elongated slot in the flange accommodates the tube locating pin which
projects through the wall of the compressor outlet casing and is machined to
follow the contour of the flame tube. The No.3 and No.6 flame tubes feature
additional holes to accommodate the igniter plugs.

The second section carries the interconnecting stub pipes, which transfer
the flame from No.3 and No.6 tubes to the other tubes during the starting cycle.
The interconnection between adjacent tubes is achieved by hooded overlapping
interconnectors.
The final section of the tube is shaped to form a segment of the annulus
through which the gas flow is directed into the nozzles of the gas generator
turbine assembly. Welded to the rear end of each flame tube are three baffle
strips which, when the flame tube is assembled to the gas generator, are
located in the radial support channels and the circumferential support strips of
the nozzle box with some clearance to allow for expansion of the flame tube.
The baffle strips, radial support channels and circumferential support strips are
flame plated to reduce wear.
To increase the rigidity of the assembly and thus reduce the wear at the
support locations, a bridging unit is welded across the adjacent side baffles
when the flame tubes are in position on the gas generator.

08/21/20 64
Operation

Air from the compressor enters the combustion system (refer to Fig 26) in two
streams, one through the snout and the other, the main flow, through the
combustion chamber. Approximately 25 per cent of the air flow is taken in through
the snout and enters the primary combustion zone of the flame tube through the
flares and swirl vanes.
The swirl vanes produce an area of low pressure at the centre of the primary zone
and cause the necessary turbulence to mix the fuel spray with the air.
In the wall of the flame tube adjacent to the flare are a number of holes through
which a further 10 to 15 per cent of the main flow passes into the primary zone.
The flow of air from the swirl vanes and the primary air holes interact with each
other and create a region of low velocity circulation which takes the form of a
vortex and has the effect of re circulating the un burnt fuel and of stabilising the
length of the flame.
To prevent overheating of the flame tube and to reduce the temperature
of the combustion gas before entry into the gas generator turbine, the remainder
of the air, which amounts to between 50 and 60 per cent of the total air flow, is
progressively introduced into the flame tube through flutes and holes, so cooling
the wall of the flame tube and lowering the gas temperature. Combustion is
generally completed before this latter volume of air enters the flame tube.
An electrical discharge through the igniters initiates combustion during
the starting cycle, then the flame is spread through the interconnectors to the
other flame tubes. Ref to fig 26
08/21/20 65
08/21/20 66
TURBINE ASSEMBLY, NOZZLE BOX AND EXHAUST

To provide motive power for driving the compressor and accessories a


three-stage turbine assembly, consisting of a high, an intermediate and a low
pressure turbine, is used. The turbine is driven by the hot gas from the flame
tubes which passes through a ring of nozzle guide vanes located upstream of
each stage. The vanes direct the gas on to the turbine blades causing the
turbine wheels to rotate.
The complete turbine assembly consists of the nozzle box and rear bearing and
the turbine wheels and shaft (refer to Fig 27).
The exhaust unit, fitted to the nozzle box rear casing, removes the turbulence
from the gas stream and directs the stream, at constant velocity, into the
ducting leading to the power turbine.
The free power turbine inlet ducting fitted to the nozzle box rear casing,
removes turbulence from the gas stream and directs the stream, at constant
velocity, to the free power turbine.

08/21/20 67
08/21/20 68
Nozzle Box and Rear Bearing

The nozzle box houses the stationary parts of the turbine and is located between
the combustion chamber and the exhaust unit or free power turbine inlet ducting.
The gas generator rear bearing housing extends forward, over the turbine shaft,
and is secured to the compressor outlet casing.
The nozzle box consists of an inner cone and three outer casings, the front,
intermediate and rear casings, each flanged for securing purposes and enclosed
by the cooling air manifold. The rear bearing supports the turbine shaft and is
contained in a housing fitted to the inner cone of the nozzle box.

Nozzle Box

The inner cone is supported centrally in the front casing by eight hollow
spokes which are secured, and machined as an assembly, to the cone and are
also attached to the casing. The spokes convey cooling air to the nozzle box
casings and three of them provide anchorages for the gas generator mounting
trunnions and the gas generator rear lifting eye. Between the cone and the
casing are eight discharge nozzles, each secured at the front end by a bracket
bolted to the inner cone and also by circumferential support strips and radial
support channels which also form the locating channels for the flame tubes. At
the rear end, the nozzles are bolted together and located into tongues formed
by the high pressure (HP) nozzle guide vanes. Locating keyways are machined
in the casing to accommodate the HP nozzle guide vanes outer locating ring.

continued

08/21/20 69
The HP nozzle guide vanes are located between the inner locating ring, which is
fitted to the inner cone, and the outer casing. They are located at the roots by the
HP turbine labyrinth seal, and at the tips by the outer locating ring and retaining
segments.
The nozzle box intermediate casing is flanged at the front end for securing to the
nozzle box front casing and at the rear to accommodate the nozzle box rear casing.
Holes in the front flange convey cooling air to the HP turbine shroud ring and
tubes between the flanges convey cooling air to the intermediate pressure (IP)
turbine shroud ring and for the IP nozzle guide vanes, which are fitted to an inner
locating ring and secured by the IP turbine labyrinth seal at the roots, and by
retaining segments at the tips. The inner locating ring also carries the turbine front
interstage cooling air seal.

The rear casing is flanged for securing to the intermediate casing and to
accommodate the exhaust unit on gas generators or the free power turbine inlet
ducting.
Internal grooves locate the IP turbine shroud ring, the LP nozzle guide vanes and
the LP turbine shroud segments. The LP nozzle guide vanes are fitted to an inner
locating ring, which also carries the turbine rear interstage cooling air seal, and
are located at the roots by the LP turbine labyrinth seal and at the tips by retaining
segments.

continued

08/21/20 70
The nozzle box intermediate casing is flanged at the front end for securing to the
nozzle box front casing and at the rear to accommodate the nozzle box rear casing.
Holes in the front flange convey cooling air to the HP turbine shroud ring and tubes
between the flanges convey cooling air to the intermediate pressure (IP) turbine
shroud ring and for the IP nozzle guide vanes, which are fitted to an inner locating
ring and secured by the IP turbine labyrinth seal at the roots, and by retaining
segments at the tips.
The inner locating ring also carries the turbine front interstage cooling air seal.
The rear casing is flanged for securing to the intermediate casing and to
accommodate the exhaust unit on gas generators or the free power turbine inlet
ducting. Internal grooves locate the IP turbine shroud ring, the LP nozzle guide vanes
and the LP turbine shroud segments. The LP nozzle guide vanes are fitted to an inner
locating ring, which also carries the turbine rear interstage cooling air seal, and are
located at the roots by the LP turbine labyrinth seal and at the tips by retaining
segments.

08/21/20 71
Cooling Air Manifold

The cooling air manifold fits over the three casings and conveys cooling air to
atmosphere via the external flange type outlet connections. The rear section of the
cooling air manifold has an integral bulkhead to isolate high surface temperatures in this
area.

Nozzle Guide Vanes (Figs 28 and 29)

The nozzle guide vanes are hollow and are made of nickel based casting alloy. They are
of aerofoil shape and designed to form a convergent passage which accelerates the gas
flow on to the turbine blades. The vanes are twisted from hub to tip so that the angle of
the gas stream leaving the vanes is correct for each point along the profile of the turbine
blades. Because of the progressive increase in the length of the turbine blades in each
stage, the guide vane length is also increased in each stage.
To increase strength and to reduce distortion, the vanes are welded together in groups
of two with one group of three in each stage.
To ensure efficiency of turbine operation, the vanes are selected so that the total throat
area of the vanes match the capacity of the power turbine.
The vanes are rigidly secured at the roots, and are allowed to expand freely outwards in
their locating rings.
The HP nozzle guide vanes incorporate air passages to provide cooling. High pressure
cooling air flows into an internal passage which allows the air to pass into the gas
stream through a series of holes in the trailing edge of the vane.

08/21/20 72
08/21/20 73
08/21/20 74
Rear Bearing (Fig 30)

The rear bearing is a roller type bearing fitted in a housing. A groove type oil seal in
front of the shoulder formed on the housing and a ring type seal at the rear retain the
oil within the bearing chamber.
The front oil seal assembly contains the rear bearing oil jet and the connection for the
oil feed and oil return pipes. The rear oil seal is contained in the seal carrier ring to
which is fitted the turbine inner and outer static air seals.

The hollow turbine shaft and rear bearing housing direct cooling air over the rear
bearing, the rear bearing sleeve on the turbine shaft and, through holes in the casing, to
the hollow spokes of the nozzle box. The housing is flanged for connecting to the front
face of the inner cone and to the rear inner flange of the compressor outlet casing, and
also provides the anchorage for the combustion chamber inner heat shields.
Holes in the front of the housing provide access to the compressor/turbine coupling.
Between the rear flange of the housing and the seal carrier ring are a series of tubes
which convey cooling air from the annulus formed by the housing and the inner heat
shield to the front face of the HP turbine disc.

08/21/20 75
08/21/20 76
TURBINE DISCS AND SHAFT

The rotating parts of the turbine assembly consists of an HP, an IP and


an LP disc, secured to a turbine shaft which is supported by the rear bearing
and coupled to the compressor shaft.

Turbine Discs

Each disc is fitted with a number of turbine blades. The HP disc fits over the turbine
shaft, in front of the rear flange, and is retained by the rear bearing sleeve retaining
nut. The IP disc is secured directly to the turbine shaft by tapered bolts. The LP disc
is secured to the IP disc by two hollow bolts, one fitting inside the other. They pass
through the IP and LP discs and each bolt is locked by a nut. The discs are
positioned relative to the shaft by dowels which, together with the LP securing bolts,
ensure a rigid structure. The faces of the turbine discs are cooled and the seals
pressurised by high pressure cooling air.
Refer to Fig 31.
With the exception of the HP inner air seal, which fits over the turbine shaft between
the rear bearing sleeve and HP disc, the rotating parts of the various seals are carried
on the discs - the outer air seal on the front face of the HP disc and the turbine
interstage seals on the rear faces of the HP and the LP discs.
The turbine blades are of aerofoil shape and designed to form a convergent passage
which accelerates the gas flow through the blades and produces the reaction to
assist the impulse force generated by the nozzle guide vanes.
08/21/20 77
08/21/20 78
The root of each blade is of fir tree shape with a sealing plate brazed to the front face of
the root. The blade fits into a corresponding slot in the turbine disc and is secured by a
locking key. The tips of the blades form a shroud with an integral seal which rotates in
the shroud ring with a small clearance so that, when the gas generator is running, only
the minimum amount of gas can pass between the shroud ring and the tips of the
blades.
The blades are manufactured to very fine limits for shape, weight and size. They are
weighed and fitted to the turbine disc by selective assembly. To obtain a balanced
rotating assembly, each disc is balanced individually and with the turbine shaft,
any out-of-balance being rectified finally by fitting plugs to the turbine disc.
Cooling of the HP turbine blades is effected by directing a proportion of the cooling air
supplied by the compressor through internal passages in the aerofoil section of each
blade.

Turbine Shaft

The hollow turbine shaft has a four-start thread for screwing into the compressor shaft
and is splined to accommodate the compressor/turbine coupling. The rear bearing
sleeve, adjacent to the HP disc, provides the journal for the rear main bearing rollers,
and the lands for the oil seals. The sleeve is secured by a retaining nut. Holes and
grooves allow the low pressure cooling air from the inside of the shaft to flow between
the rear bearing sleeve and the shaft. A sealing disc inside the rear of the shaft
separates the LP cooling air from the HP cooling air.

08/21/20 79
TURBINE ASSEMBLY AND EXHAUST

The gas stream from the combustion system is directed by the discharge nozzles
into the HP nozzle guide vanes where, due to the convergent passage and angle of
the vanes, the flow accelerates and is redirected helically in the direction of rotation
of the turbine.
On impact with the turbine blades the helical momentum is removed in driving the
disc. The driving impulse is assisted by reaction as the gas accelerates through the
converging blade passages.

The absorption of gas energy in passing through the turbine blades reduces the
pressure of the gas expanding into the intermediate stage turbine, which is of larger
proportions so that it can pass the increased volume flow with gas velocities similar
to the first stage. Second and third stage nozzle guide vanes direct the gas stream in
turn on to their respective turbine blades.
Any helical momentum or turbulence in the gas flow leaving the LP turbine is
removed by the exhaust unit fairings on the gas generator, and by the free power
turbine inlet duct.
Compressor air is used for cooling the turbine discs. Labyrinth seals are fitted
between the stationary and rotating parts of the turbine; these seals allow a
controlled flow of cooling air to oppose and prevent hot gas from escaping on
to the face of the turbine disc.

08/21/20 80
EXHAUST UNIT

The exhaust unit is secured to the nozzle box rear casing. Its function is to remove the
turbulence from the gas flow emerging from the LP turbine and direct the flow into
the ducting leading to the power turbine. The unit consists of an inner and outer cone
(Fig 32), the inner cone supported in the outer by three fairings which remove the
turbulence from the gas flow. The dimensions and rate of taper of the cones ensure
that the cross-sectional area is constant throughout the unit, to maintain a constant
velocity of the gas flow.
The outer cone is flanged at its forward end where it is secured to the nozzle box rear
casing and at its rear end to accommodate the keep plates which secure the gas flow
ducting to the exhaust unit. The gas seal at the rear end is made by a split sealing
ring. To minimise heat losses, the outer cone is covered by preformed insulation
blankets, retained by an insulation casing.
The inner cone front face has a double skin to reduce heat transfer to the LP turbine
disc and a seal to prevent hot gas escaping on to the face of the disc.
Provision is made on the outer cone and insulation casing for the thermocouples and
electrical harness.

08/21/20 81
08/21/20 82
AVON LUBRICATION SYSTEM
The oil feed and return pumps which circulate the oil through the gas generator
lubrication system are located in the unit installation off skid.

The gas generator mounted components of the lubrication system (Fig 35) consists of
a filter housing and connection block and a lubrication connection block mounted in
adjacent positions on the underside of the compressor outlet casing. The plant pipes
carrying the oil to and from the gas generator are connected to the appropriate
connections located on the underside of the filter housing and connection block.
The gas generator oil pressure is measured from two tappings located on the
underside of the filter housing and connection block. One tapping provides oil
pressure for a visual indicator and the other tapping supplies oil pressure for the trip
and alarm system.
Oil leakage from the gas generator main bearings is prevented by labyrinth type oil and
air seals which enclose each bearing, the air seals being on the outer sides and
pressurised by air from the gas generator compressor.

Oil Circulation
Feed oil

Oil is supplied to the inlet connection on the underside of the filter housing and
connection block from the external feed pump. The oil passes from this connection
through the pressure filter and an internal passage to the two outlet connections on the
block. This internal passage is tapped to provide connections for a visual indicator and
the trip and alarm system. continued

08/21/20 83
From one of these outlet connections oil passes through an external pipe to the
lubrication connection block and thence through internal passages in the gas
generator to the rear bearing and the oil gallery in the internal wheelcase (Fig 34) which
distributes the oil for the lubrication of the centre bearing and the internal wheelcase
drive gears.
Oil from the second outlet connection on the filter housing and connection block is
conveyed to the front bearing housing through an external pipe and thence through an
internal passage to the front bearing.
Each of the three main bearings is lubricated by an oil jet, the oil being directed
through a thread type filter and a restrictor jet which limits the flow and ensures even
distribution. The driving gears in the internal wheelcase are also lubricated through oil
jets whilst the remaining gears are lubricated by splash oil from these jets.

The electro-magnetic speed pick-up drive, which is located on the right-hand side of
the compressor outlet casing is driven by the internal wheelcase drive gears by a
hollow shaft. A mixture of oil and air passes along the centre of this shaft to the
electro-magnetic speed pick-up drive where the oil is centrifuged through two radial
drillings in the shaft to provide lubrication for the gearshaft ball bearing. The air
continues along the gearshaft and is vented to atmosphere through a vent pipe
attached to the electro-magnetic speed pick-up drive.

continued

08/21/20 84
Return oil

The oil from the rear bearing housing and the internal wheelcase is returned, through
separate internal passages to the lubrication connection block (Fig 33) and thence, by
separate pipes, to the two appropriate inlet connections on the filter housing and
connection block (Fig 34). The oil from the front bearing housing and the auxiliary drive
gearbox is returned, through separate external pipes, to the two appropriate inlet
connections on this block. The oil then passes through separate internal passages in
the filter housing and connection block to the four connections located on the
underside of the block.
From these connections the oil is returned to the unit lubricating oil system.

Filter Housing and Connection Block

The filter housing and connection block (Fig 35), which is manufactured in alloy
material, is mounted on four bosses on the underside of the compressor outlet casing
adjacent to the gas manifold inlet connection. Additional support is provided at the
front end of the block by brackets secured to the adjacent 15th stage air vent flange. A
heat shield is fitted between the block and the compressor outlet casing to reduce the
effects of heat radiation.
Oil passages are drilled in this block through which high pressure feed oil is supplied
from the inlet connections on the underside of the block through the oil filter to the two
outlet connections on the right-hand side of the block.
Tappings are drilled in the oil passage downstream of the oil filter to provide
connections on the underside of the block, one for an oil pressure visual indicator and
the other for the trip and alarm system.

08/21/20 85
08/21/20 86
1 Front brg casing
10

4 2
9

08/21/20
11 6 12
5
1. Front Bearing Casing
2. To Electro Magnetic Speed – Pick up Drive bearing
3. Oil Gallery
4. Oil Jets
5. From Connection Block
6. To Connection Block
7. From Rear Bearing
8. To Rear Bearing
9. To Lay shaft Bearing
10. Feed Oil
11. Return Oil from Rear Bearing
12. Return Oil from Front Bearing

08/21/20 88
08/21/20 89
Each of the four return oil connections on the right-hand side of the block is connected
to the appropriate outlet connection on the underside of the block by a separate
internal passage into which is inserted a magnetic chip detector as an aid to
investigation in the event of metal particles becoming apparent in the plant return oil
filters. These magnetic chip detectors are entered from the front face of the block and
are easily removable for examination.
The feed oil filter (Fig 36) consists of two fine wire-wound elements, each providing
edge filtration. The elements fit one inside the other and are retained in the housing by
a cover and a central retaining bolt. Two collets and a collar ensure that the bolt does
not fall out when it is unscrewed. The elements are easily removable for examination.
To permit the oil to be drained from the block when required, a drain hole is provided in
the rear face of the block adjacent to the feed oil inlet connection.

Lubrication Connection Block

This block, which is manufactured from alloy material, is located on the compressor
outlet case adjacent to the filter housing and connection block (Fig 35) to which it is
connected by one feed oil pipe and two return oil pipes.
Three passages are drilled in the lubrication connection block, one to convey feed oil to
the internal passage in the gas generator which supplies the centre and rear bearings
and the remaining two passages to convey, separately, the return oil from the internal
wheelcase and the rear bearing housing.

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AVON COOLING AND SEALING AIR

Absorb and disperse the heat conducted from the main gas
stream to the gas generator turbine, bearings and internal
casings, a flow of cooling air is directed over these components
(Fig 37); in addition, the flow is used to pressurise the various
oil and gas seals. Low pressure (LP) air from stage 3 of the
compressor is used for cooling the main bearings and for
pressurising the oil seals, then is dispersed to atmosphere. High
pressure (HP) air from stage 15 cools the turbine and
pressurises the gas seals then passes into the main gas stream.
In addition, a tapping is provided from stage 8, from which air
may betaken to pressurise external units.

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Low Pressure Air

Air from stage 3 of the compressor flows through a vortex reducer and passes into
the hollow compressor shaft through holes in the shaft. A series of radial holes at
the front of the shaft direct the flow to the rear of the front bearing to pressurise
the front bearing oil seal, thus preventing oil from leaking into the compressor.
Holes at the rear of the compressor shaft allow some LP air to flow around the
internal wheelcase and into the annular space between the turbine shaft and
rear bearing housing casing. This air prevents the transfer of heat from the
combustion chamber to the turbine shaft and the rear bearing, and prevents oil
leakage by pressurising the centre bearing oil seals and the rear bearing front oil
seal. This air then flows through the hollow spokes of the nozzle box to the cooling
air manifold, where it is directed along the lower part of the manifold over the
nozzle box casings before passing to the upper part of the manifold where it is
vented to atmosphere.
The remainder of the LP cooling air flows through the turbine shaft, where it
passes through radial holes to the space between the rear bearing sleeve and shaft
to cool the rear bearing inner track before passing through the nozzle box spokes
to the cooling air manifold.

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High Pressure Air

A proportion of the air from the combustion chamber passes through holes in the
inner heat shield to the annular space formed by the shield and the rear bearing
housing casing and flows through tubes to the front face of the high pressure
turbine disc (Fig 38). Here the flow divides, a proportion flowing outwards, through
the air holes in the outer air seal carrier into the annulus formed by the outer air
seal carrier and the high pressure nozzle guide vane inner locating ring.
The air passes through holes in this locating ring and in the labyrinth seal to
pressurise the gap between the roots of the high pressure turbine blades and the
high pressure nozzle guide vanes, thus preventing the main gas stream from
leaking across the face of the turbine disc.
This air is also used to balance the pressure across the front of the nozzle box
and to provide a flow of cooling air for the high pressure turbine blades.
This cooling air enters the high pressure turbine blades through nine holes located
below the blade platform, four on one side and five on the other.
The air flows through the nine passages in the aerofoil section of the blades to be
discharged through the outlet holes located in the tip of the blades.
This air is then directed to the intermediate pressure nozzle guide vanes to
augment ( increase) the existing flow of cooling air through these vanes.

continued

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The remainder of the air flows inwards, pressurising the inner air seal
before passing through holes in the turbine disc to the area between the turbine
high pressure (HP) and intermediate pressure (IP) discs. Here again the flow
divides, a proportion flowing outwards, the remainder flowing through the hollow
bolts into the area between the turbine intermediate (IP) and low pressure (LP)
discs, and onto the deflection plate of the exhaust unit. In each case the air
pressurises the gap at the turbine blade root, preventing an inward leakage of
the hot gas, before passing into the main gas stream.
The cooling air between the turbine discs passes into the gas stream through the
interstage seal. To prevent the hot gas passing over the seal due to the pressure
drop across the nozzle guide vanes, there is a smaller number of grooves forward
of the vent holes than at the rear, so reducing the restriction to
the forward cooling air flow.
The HP nozzle guide vanes are cooled by HP air. The air enters each vane through
an opening in the shroud platform which allows the air to pass into the hollow
vane before discharging into the gas stream through a series of holes drilled in the
trailing edge of the vane.
The turbine high pressure and intermediate pressure shroud rings are cooled by
high pressure cooling air passing through drillings and tubes in the nozzle box
casings to the space between the shroud rings and the casings. This air, which
passes into the main gas stream, also prevents the hot gas passing behind the
turbine shrouds.

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HYDRAULIC OIL DRAINAGE SYSTEM

This section describes the hydraulic oil drainage system mounted on the
gas generator.
Drainage Description
This system consists of rigid stainless steel pipes connecting the bleed valve
operating rams and the intake guide vane ram to a drains block located on the
underside of the compressor casing (Fig 44). An external connection is provided on
the drains block to which the unit drain pipe is connected.
Any hydraulic oil leaking past the seals of the hydraulic oil system units passes
through the drain pipes to the outlet connection on the drains block and then to the
plant drainage system. Oil spill from the intake guide vane ram static oil filler tube
Is also returned to the plant system through the drains block outlet connection.

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FUEL MANIFOLD, PIPES AND BURNERS

Things to remember
CAUTION WHENEVER A GAS FUEL CONNECTION HAS BEEN
DISTURBED ON THE GAS GENERATOR, IT IS MANDATORY
THAT THE CONNECTION IS CHECKED FOR INTEGRITY OF
ASSEMBLY AND FOR GAS TIGHTNESS.

Fuel Manifold Description

Fuel gas is conveyed from the external fuel control system to the gas generator by a
looped pipe, connected to the fuel inlet connection of the gas generator fuel manifold
(Fig 41).
The fuel manifold, encircling the gas generator in the region of the compressor outlet
casing to combustion casing joint face, features an inlet connection, a pressure
tapping for measuring purposes and eight equally-spaced outlets, one to each burner.
The manifold, circular in form except for the deletion of the uppermost segment,
between number 1 and 8 burners, is supported by six clamps secured to the
compressor outlet casing. The inlet connection and the eight outlet connections of the
manifold are provided by adapters, screwed into the tapped bosses in the manifold
and providing screw threads and sealing faces for the screwed unions.
The eight individual burner feed pipes, which convey the fuel gas to each burner
connection, are shaped to accommodate expansion and are attached to each burner
connection by screwed unions (Fig 42).
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Fuel Burner Description

Eight fuel burners, fitted in the compressor outlet casing, spray fuel gas
into the flame tubes. The fuel gas, burning continuously in the air stream passing
through the flame tubes, provides the heat for the expansion and acceleration of
the stream through the gas generator and power turbines.
Each Pre-Mod.4363 standard burner consists of an external connection, a mounting
flange, a feed arm to convey the fuel gas to the burner body, a burner body, a
detachable deflector valve and a screwed shroud which retains the deflector valve and
is locked to the body by a spring locking ring (Fig 43).
On Mod.4363 standard Pepperpot burners the burner nozzle has a reduced outside
diameter to increase the clearance between the burner
Nozzle and the swirler bore, to avoid any possibility of frettage between
them.
• As you know we now use the Swirler type burners on most of our Engines,
although these have proved to be just as troublesome as the Pepperpot type.

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THERMOCOUPLE HARNESS

This section describes the thermocouple harness which is fitted to the


Avon exhaust unit.
The temperature of the gas flowing through the exhaust unit is measured by eight
thermocouples, spaced equally around the exhaust unit, each thermocouple being in
line with a combustion flame tube.

Description (Pre-Mod.4458)
The harness consists of eight triple element thermocouples equally-distanced spaced
around the gas generator exhaust unit (refer to Fig 49). Each thermocouple is aligned
with a combustion flame tube and the temperature at that tube can be measured
individually through the analyser circuit in the harness.
The thermocouples are connected in pairs to four thermocouple junction boxes and
hence through the wires of the harness, encased in sections of
Conduit tubing, to a main junction box located on the underside of the exhaust unit.
Short cable extensions are led from the main junction box to a multi-pin socket to
which the plant connection is made.

To prevent overheating of the junction boxes due to contact with the gas generator
exhaust unit, a gas sealing plate and a heat resistance insulation pad are interposed
between each junction box and the exhaust unit.

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Each thermocouple consists of three elements or couples, each comprising the junction
of two dissimilar metal wires, nickel chromium (positive polarity) and nickel aluminium
(negative polarity) partially embedded in a ceramic insulator and sheathed in a heat
resisting metal tube.
Six leads merge from each thermocouple to form three separate circuits corresponding
to the three elements in the thermocouple. One circuit is formed by the long red and
blue leads, the second by the short red and blue leads and the third by the white
(positive) and green (negative) leads.
Each pair of red and blue leads is wired in parallel with the corresponding leads from the
remaining thermocouples to form two identical parallel circuits terminating in two pairs
of terminals in the main junction box.

The analyser system (refer to Fig 50) is wired to the main junction box to form eight
separate circuits by connecting the white lead from each thermocouple to a separate
positive terminal and the eight green leads to a common negative terminal.
The two parallel circuits are connected to the plant system, one to provide a signal to
the gas mean temperature indicator and the other, a signal to the top temperature
control system. The analyser system provides eight individual temperature signals to
the gas temperature analyser also located in the unit system.

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Operation (Pre-Mod.4458)

Exhaust gas enters the forward facing inlet apertures in the thermocouple
probes, flows around the element hot junction and is exhausted through the
rearward facing outlet aperture. The thermocouples convert the exhaust gas
mean temperature into an electromotive force (EMF) which is directly
proportional to the temperature difference between the thermocouple hot
junction and a cold junction incorporated in the plant systems.
Description (Mod.4458)
The thermocouple harness is fitted to the gas generator, exhaust unit.
Refer to Fig 51.
The temperature of the gas flowing through the exhaust unit is measured
by eight thermocouples, spaced equally around the exhaust unit, each
thermocouple being in line with a combustion flame tube. Refer to Fig 52.
The combustion flame tubes are numbered in an anti-clockwise direction,
viewed from the rear of the gas generator, the No.1 flame tube being located
at the top left-hand side. Refer to Fig 52.
The thermocouple system consists of two half harnesses and a take-off
lead. Eight thermocouple probes are spaced equally around the exhaust unit
to
provide separate temperature signals for spread monitoring. The system
provides two independent averaged signals, one for the gas generator control
system the other for average temperature indication. Refer to Fig 51.
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The thermocouples are connected in pairs to four thermocouple junction boxes and
hence through the wires of the harness, encased in sections of conduit tubing, to a
main junction box located on the underside of the exhaust unit. Short cable extensions
are led from the main junction box to a multi-pin socket to which the plant connection
is made.
To prevent overheating of the junction boxes due to contact with the gas
generator exhaust unit, a gas sealing plate and a heat resistance insulation pad are
interposed between each junction box and the exhaust unit..

Description (Mod.4551)
The thermocouple harness is fitted to the gas generator, exhaust unit.
Refer to Fig 53.
The temperature of the gas flowing through the exhaust unit is measured by eight
thermocouples, spaced equally around the exhaust unit, each thermocouple being in
line with a combustion flame tube.
The combustion flame tubes are numbered in an anti-clockwise direction,
viewed from the rear of the gas generator, the No.1 flame tube being located at
the top left-hand side. Refer to Fig 52.
This system introduces a revised thermocouple arrangement consisting
of eight individual thermocouples with two junction boxes mounted on to the rear
flange of the combustion outer casing. The take-off lead is integral with the
thermocouple system and is hard wired into the junction boxes. Refer to Fig 53

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Operation (Mod.4551)
Exhaust gas enters the forward facing inlet apertures in the thermocouple
probes, flows around the element hot junction, and is exhausted through the
rearward facing outlet aperture. The thermocouples convert the exhaust gas
mean temperature into an electromotive force (EMF) which is directly
proportional to the temperature difference between the thermocouple hot
junction and a cold junction incorporated in the plant systems.

EXHAUST TRANSITION SECTION


Construction
The transition section is basically a simple cylindrical section, slightly
conical at its forward end where it engages with the Avon exhaust unit. The
function of the transition section is to lead the gas stream smoothly from the
Avon exhaust unit into the gas flow duct leading to the power turbine and to
provide a retractable section to allow removal and installation of the gas
generator or the exhaust unit without major disassembly of the gas flow duct.
For this latter purpose, the transition section is made to retract rearward into the
gas flow duct.

Description
The transition section is a cylindrical section of heat resisting steel and is
fitted between the Avon exhaust unit and the gas flow duct or power turbine inlet
(refer to Fig 54). The front flange is secured to the Avon exhaust unit by two
latched keep plates, access to which is gained through two doors in the exhaust
unit. The rear flange is freely located, to allow for expansion, in the inner
diameter of the gas flow duct front flange. Both flanges of the transition section
are sealed by a cast steel sealing ring of wedge shaped section, pressurised by
the exhaust gas. 113
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IGNITION SYSTEM

Initial ignition of the fuel during gas generator starting is effected by two separate high
energy ignition systems in the gas generator. Each system is capable of starting the gas
generator in the event of failure of the other. Each system consists of an igniter plug
located in the combustion chamber, each plug being supplied by an individual high
energy igniter unit. Each igniter plug is connected to its igniter unit by a high tension
cable.
The flame is propagated from the flame tube(s) in which ignition is initially effected to
the other flame tubes by means of interconnector tubes which connect each flame tube
to those immediately adjacent.

Igniter Plugs

Description
Two surface discharge type igniter plugs are fitted per gas generator, in No.3 and No.6
flame tubes, to provide ignition of the fuel sprayed from the burners.
Each plug (Fig 55) has a spark gap coated with a semi-conductive material. Discharge at
the plug is initiated by a small electrical leakage across the surface of this material,
providing a low resistance path for the main discharge from the igniter unit.
Each plug is screwed in an insert, located in the compressor outlet casing, and is
secured in position (Pre-Mod.4583) by a lockplate, wirelocking tab, spring washer and
nut. A dust cap is fitted over the igniter plug to prevent the ingress of dirt and foreign
matter before the igniter lead is assembled to it.

NOTE Mod.4583 introduced a revised compressor outlet casing without


provision for the igniter lead locking plate and fitments. 115
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SAFETY WARNING
#
WARNING THE ELECTRICAL ENERGY STORED IN THE IGNITER UNITS
IS POTENTIALLY LETHAL. DO NOT HANDLE THE HIGH
TENSION LEAD TO THE IGNITER PLUG UNTIL THE POWER
HAS BEEN DISCONNECTED, THEN ALLOW AT LEAST TEN
MINUTES TO ELAPSE BEFORE COMMENCING THE
OPERATIONS. #

AIR SUPPLY TO CONTROL SYSTEMS


Introduction
The symbol P2 denotes compressor outlet pressure. P2 air is used to regulate the
compressor airflow control system and the fuel system. Because of the effect on
performance of variations in ambient air temperature and barometric pressure, P2 is
more closely related to power output rather than the rpm.
Description
Air supply system consists of a P2 tapping, a distributor block and a P2 air filter. The P2
air tapping is located on the left-hand side of the compressor outlet casing and has a
downstream facing pick-up snout located within the casing. The distributor block and
the P2 air filter are mounted in adjacent positions on the underside of the compressor
casing.
The distributor block is fitted with one inlet and three outlet connections. P2 air is
supplied from the tapping to the distributor block through an external pipe. From the
outlet connection on the side of the block (Fig 56) P2 air issupplied through the filter to
the intake guide vane ram. continued
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From the front outlet connection on the underside of the block P2 air is supplied to the
plant system for the regulation of the externally located fuel system.
The rear connection on the underside of the block is directly connected to the stage 8
air tapping on the compressor casing and supplies stage 8 air to the
plant system to pressurise the free power turbine seals.

HYDRAULIC OIL SYSTEM


Introduction
The operation of the intake guide vane ram and both bleed valve rams is effected by the
use of hydraulic oil as the operating medium. This hydraulic oil is supplied to the gas
generator from a hydraulic oil system incorporated in the plant installation.( Is this
Correct ?)

Description
The high pressure hydraulic oil is supplied, through an external pipe in the plant
installation, to a distributor block located on the underside of the gas generator
compressor casing (Fig 57).
From this distributor block the high pressure hydraulic oil is conducted through two
pipes, one of which is connected to the intake guide vane ram and the other to the
right-hand bleed valve ram. The left-hand bleed valve ram is supplied from the right-
hand bleed valve ram through an interconnecting pipe.
The return oil from both the bleed valve rams and from the intake guide vane ram is
conducted through two separate pipes back to the distributor block.
From the distributor block the oil is returned to the plant hydraulic oil system via
an external pipe.

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• OK Gentleman,
I know that this has been a long Phase One
presentation,but without this knowledge and
data I have given to you, understanding the
Engine would be continuously difficult for you, I
hope that you have digested most of the info
here because there will be a test, and you need
to answer the questions correctly to be able to
move onto Phase Two . ARE YOU READY?

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