INTRODUCTION

Turbomeca Arriel 1 & 2 Engine Manual

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POWER PLANT
The power plant provides power by transforming the energy contained in the ambient air and in the fuel into mechanical energy.

Type: free turbine turboshaft engine, with forward power drive, external power transmission shaft,

Concept: modular,

Max. Take-Off Power (MTOP): (engine installed):

1S1: Power Class: 480 kW (640 Shp)

2S1: 639 kW (856 Shp)

Power class: 650kW (877 Shp)

2S2: 688 kW (921 Shp)

Output shaft speed: 6057 RPM (at 100 % N2),

Output shaft nominal speed: 6409 RPM (at 107 % N2),

Mass dry: 130 kg (286 lbs) with “specific equipment”.

“Specific equipment”: without starter and exhaust pipe extension, with Digital Engine Control Unit and corresponding electrical harness.

Main components

Turboshaft engine with its equipment,

Digital Engine Control Unit (DECU).

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POWER PLANT
This description considers the main functional components

Gas generator
Single stage axial compressor,
Centrifugal compressor,
Annular combustion chamber with centrifugal fuel injection,
Single stage axial turbine.
2 Stage turbine in 1S1

Power turbine

Single stage axial turbine.

Exhaust pipe

Elliptical, axial exhaust pipe.

Reduction gearbox

Reduction gearbox comprising three helical gears.

Transmission shaft of the engine.

External shaft located in a protection tube which connects the reduction gearbox to the accessory gearbox.

Accessory gearbox

Gearbox containing the accessory drive train and the main power drive.

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POWER PLANT
This part deals with the basic operation of the engine.

Gas generator
Admission of air through the aircraft air intake,
Compression of the air in the axial and centrifugal compressors,
Combustion of the fuel/air mixture in the annular combustion chamber,
Gas expansion in the single stage turbine which drives the compressors and engine accessories.

Power turbine
Expansion of the gas in the single stage turbine which drives the output shaft through the reduction gearbox.

Exhaust
Discharge overboard of the gas.

Reduction gearbox
Drive, at reduced speed, to the transmission shaft.

Transmission shaft
Transmission of the power from the reduction gearbox to the main power drive.

Accessory gearbox
A main power drive provides power to the helicopter main gearbox,
Drive of the accessories by the gas generator through a bevel gear, a vertical drive shaft and a gear train.

Digital Engine Control Unit

Control and monitoring of the engine operation.

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Engine ratings
The operational ratings (Ch. 71 00 01) correspond to given conditions of helicopter operation.
The ratings are generally defined under determined speed and atmosphere conditions (altitude and temperature).
The following operational ratings are considered:
AEO ratings (All Engines Operating):
Max. Take-Off Power (MTOP):
max. rating which can be used during take-off, limited to a maximum of 5 minutes,
Max. Continuous Power (MCP):
max. rating which can be used without time limitation (this does not imply that it is used permanently),
HIP / SARM rating (Hovering at Increased Power for Search And Rescue Mission):
(applicable to 2S1 and 2S2)
This rating is considered to be in use when the aircraft is in the hover, out of take-off phase, when the power is higher than MCP for
more than 5 minutes up to a maximum of 30 minutes
Each usage of this rating requires 30 hours operating time to be recorded in the engine log book.
OEI ratings (One Engine Inoperative):
OEI 30 sec. (Max. contingency power): rating which can be used in the case of one engine failure during take-off or landing.
OEI 2 min. (intermediate Contingency Power): rating which can be used in the case of one engine failure in flight.
OEI continuous: single engine max. continuous power.
For 1S1: OEI 2.5 minutes and 30 minutes
Training OEI ratings: one engine can be selected to training mode.
The other engine will have its ratings derated (reduced to 50% N1) by the DECU:
Training OEI 30 sec.
Training OEI 2 min.
Training OEI continuous.

Note 1: The use of OEI 30 sec. rating requires certain maintenance procedures to be carried out (if the accumulated time noted in log
card reaches 30 seconds, module 3 and module 4 must be sent back to factory, with DECU to have it’s counters reset ).
It may however he used 3 times during one flight.
Note 2: Use of the OEI 2 minutes rating: cumulative time, 10 minutes max.
Note 3: The AEO max. continuous power is not an electronic stop, it is a controlled by the pilot.

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Engine operating envelope

The engine is designed to operate within a given climatic envelope.

The envelope is defined by:

The atmospheric temperature T0
The pressure altitude Zp
And lines of standard atmosphere.

Flight envelope
The flight envelope is illustrated by theT0/Zp diagram and the lines of standard atmosphere, with the max. tropical zone and the
min. arctic zone.

Starting and relight envelope

The starting and relight envelope is defined in the same way, but it is also affected by the specifications of oil and fuel used, and
sometimes by particular procedures.

Note: The engine operates within various limits: rotation speeds, temperatures, pressures...

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DESIGN AND DEVELOPMENT

Principles of design
The engine is designed to meet the aircraft propulsion requirements and particularly for the new generation of helicopters.
The engine design is based on:
An optimised thermodynamic cycle which gives high performance
Simple and reliable components giving a good supportability, and a good maintainability to reduce the costs.
Development steps
- Launch: 1992 First flight: May 94
- Introduction into service:
• 2S1: 1996
• 2S2: 2004.
For 1S1: January 1978
Application
The Arriel 1S1 is designed for the S76 A++ and the S76 C models
The ARRIEL 2S 1 is designed for the SIKORSKY S 76 C+.
The ARRIEL 2S2 is designed for the SIKORSKY S 76 C++.

Maintenance concept
The ARRIEL engines are designed to provide a high availability rate with reduced maintenance costs.
The main aspects of the maintenance concept are the following:
Full modularity
Good accessibility
Reduced removal and installation times
“On-condition” monitoring
High initial TBO
Low cost of ownership:
Low production costs
• Durability (TBO, defined and proven life limits)
• High reliability
• Low fuel consumption.
Engine designation
ARRIEL According to TURBOMECA tradition: name of a Pyrenean lake for the turboshaft engines.

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ENGINE
The engine transforms the energy contained in the fuel and in the air into mechanical power on a shaft.

Type: free turbine with forward drive via an external shaft

Gas generator speed (N1): 52110 RPM (100 %)
Direction of rotation: anti-clockwise (ACW),
Power turbine speed (N2): 39095 RPM (100 %)
Direction of rotation: clockwise (CW),
Nominal speed: 41832 RPM (at 107 %),
Output shaft speed (N2): 6057 RPM (100 %)
Direction of rotation: clockwise (CW),
Nominal speed: 6409 RPM (at 107 %).

Note: Direction of rotation given viewed from the rear.

Main components

Gas generator
Axial compressor
HP section
Centrifugal compressor
Combustion chamber
Turbine
Power turbine
Exhaust pipe
Reduction gearbox

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Transmission shaft and accessory gearbox.

ENGINE
Modular layout

The engine comprises 5 modules:

Module MO1: Transmission shaft and accessory gearbox

Module MO2: Axial compressor
Module M03: Gas generator HP section
Module M04: Power turbine
Module M05: Reduction gearbox.

Note 1:
A module is a sub-assembly which can he replaced on-site (2nd line maintenance) without complex tooling or adaptation work.

Each module has an identification plate.

The engine identification plate is fitted on the left hand side of the M01 protection tube.

Note 2: Some accessories are provided with each module.

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The engine provides power by transforming the energy in the air and fuel into mechanical energy on a shaft.
The process comprises compression, combustion, expansion and the transmission of the power.

Compression: The ambient air is compressed by an axial supercharging compressor and a centrifugal compressor.
This phase is essentially characterised by the air flow, the temperature increase and the
compression ratio (approx. 8.2).

Combustion: The compressed air is admitted into the combustion chamber, mixed with the fuel and burnt in a continuous
process.
The air is divided into two flows: A primary flow for combustion and A secondary flow for cooling the gas.
This phase is essentially characterised by the temperature rise (flame temperature approx. 2500° C) and a
pressure drop of about 4%.

Expansion: During this phase the pressure and temperature of the gas drop whilst the velocity increases. The gas expands in the gas
generator turbine which extracts the energy required to drive the compressor and accessories. There is a further expansion in the power
turbine which extracts most of the remaining energy to drive the output shaft. After the power turbine the gas is discharged overboard via
the exhaust pipe, giving a slight residual thrust.
Power transmission: The power is transmitted forward by a reduction gearbox and an external transmission shaft.

Note : The engine reference stations are:

0- Ambient air (1S1/2S1/2S2)
I- Air intake (2S1/2S2) On 1S1=0
2- Axial compressor inlet (2S1/2S2) On 1S1=1
2.4 - Centrifugal compressor inlet (2S1/2S2) On 1S1=1’
3- Centrif ugal compressor outlet (2S1/2S2) On 1S1=2
4- Turbine inlet (2S1/2S2) On 1S1=3
4.5 - Gas generator turbine outlet (2S1/2S2) On 1S1=4
5- Power turbine outlet. (2S1/2S2) On 1S1=5

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CONSTRUCTION
Turbomeca Arriel 1 & 2 Engine Manual

AXIAL COMPRESSOR
The axial compressor ensures a first stage of compression to supercharge the centrifugal compressor.

Position

At the front of the engine (the axial compressor assembly forms the module MO2).

Type: single stage axial

Air flow:
1S1/2S1: 5.5 lbs/sec.
2S2: 6.4 lbs/sec.
Rotation speed: N1: ACW.

Main components

Rotating components

Air inlet cone

Axial wheel
Shaft
Bearing
Accessory drive shaft

Stationary components
Diffuser
Casing

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AXIAL COMPRESSOR
The axial compressor module (module MO2) includes rotating and stationary components.

Rotating components

The rotating assembly comprises the shaft, the inlet cone and the accessory drive gear.
The shaft connects the centrifugal compressor to the axial compressor.
The shaft is secured by a nut onto the tie-bolt.

This assembly is supported by a ball bearing ball bearing in a flexible cage at the rear of the axial compressor and a ball bearing at the
front of the centrifugal compressor.
The axial wheel is fitted to the shaft. It is a disc made of titanium alloy with blades cut from the solid.
The inlet cone, made of light alloy, is screwed into the front of the shaft.
The accessory drive consists of a bevel gear on the shaft which drives a vertical drive shaft.

Stationary components

The stationary assembly includes the diffuser and the casing.

1S1/251: The diffuser (diffuser-straightener) welded inside the casing has two stages of steel stator vanes which form a divergent
passage for the air.
2S2: The diffuser (diffuser-straightener) welded inside the casing has one stage of steel stator vanes which form a divergent
passage. for the air

The casing, made of steel, houses all the compressor components. It has a front flange for the mounting of the air inlet duct and a rear
flange for the attachment to the module M03.
The inner hub of the casing provides the location for the bearings.
The casing has a boss for the mounting of the compressor bleed valve.
The module identification plate is located at the top of the casing.

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AXIAL COMPRESSOR
The axial compressor ensures a first stage of compression in order to supercharge the centrifugal compressor.

Compressor air flow

The ambient air, admitted through the air intake duct and guided by the inlet cone, flows between the blades of the axial compressor.

The air is discharged rearwards with an increased axial velocity.

The air then flows through the vanes of the diffuser.

Due to the divergent passage, the air velocity reduces and the pressure increases.

The flow is straightened by the stator vanes before being admitted, through an annular duct, to the centrifugal compressor.

Note:
In order to avoid engine surge, a valve discharges overboard a certain amount of air in certain operating

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CENTRIFUGAL COMPRESSOR
Supercharged by the axial compressor, it ensures the second stage of compression.

It then supplies the compressed air required for combustion.

Position

At the front of the module M03.

Main characteristics

Type: centrifugal
Air flow:
1S1/2S1: 5.5 lbs/sec.
252: 6.4 lbs/sec.
Rotation speed: N1; ACW.

Main components

Rotating components:
Centrifugal wheel,
Shaft,
Bearing,

Stationary components:
Diffusers,
Casings.

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CENTRIFUGAL COMPRESSOR
The centrifugal compressor assembly (part of module M03) includes rotating and stationary components.

Rotating components

The centrifugal wheel is the main rotating component.

The wheel has blades which are cut from the solid in a disc of titanium alloy.
The front part of the wheel connects to the axial compressor shaft.
This shaft is supported by a ball bearing.
The rear part has a curvic-coupling for the mounting of the centrifugal fuel injection wheel.
The rotating components are secured by a central tie-bolt.

Stationary components

The stationary assembly includes the front cover, the diffuser assembly, the external casing and a carbon seal. (only on 2S1/2S2)
The compressor front cover is mounted inside the external casing by means of a ring of bolts which also secure the axial compressor
casing, the front cover and the diffuser assembly.
On the 1S1 and 2S1, the diffuser assembly is a two piece arrangement
On the 2S2 the diffuser is a one piece assembly welded inside the compressor casing
The external casing of the centrifugal compressor is bolted to the turbine casing.
It is provided with several bosses for air tappings.

The diffuser assembly comprises the first stage diffuser (radial stator vanes) and the second stage diffuser (axial stator vanes).
The diffuser holder plate forms a partition between the compressor wheel and the combustion chamber, its inner hub supports a carbon
seal (this is not applicable to the 1S1) and the fuel distributor.

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CENTRIFUGAL COMPRESSOR
The centrifugal compressor ensures the main stage of compression.

Compressor air flow

The air supplied by the axial compressor flows between the blades of the centrifugal compressor.
The air pressure increases due to the divergent passage between the blades and the air velocity increases due to the centrifugal flow.

The air leaves the tips of the blades at very high velocity and then flows through the first stage diffuser vanes where some of the velocity
is transformed into pressure.

The air then passes through an elbow and the flow becomes axial.

In the second stage diffuser, the velocity is again transformed into pressure.

The air is then admitted into the combustion chamber.

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COMBUSTION CHAMBER
The combustion chamber forms an enclosure in which the air/fuel mixture is burnt.

Position

Central section of the gas generator..

Main characteristics

Type: annular with centrifugal fuel injection.

Main components

Outer part (front swirl plate and mixer unit)

Inner part (rear swirl plate and shroud)

Fuel injection system

Turbine casing

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COMBUSTION CHAMBER
The combustion chamber assembly (part of module M03) includes the outer part, the inner part, the turbine casing and the fuel injection
system.

Outer part

The outer part includes the front swirl plate and the mixer unit.
The front swirl plate is provided with calibrated orifices for the passage of primary air; it is secured to the mixer unit with special
rivets.
The mixer unit is provided with calibrated orifices for the passage of dilution air; it is bolted to the rear flange of the turbine casing
(On the 1S1 it is bolted to the same flange as the first stage nozzle).

Inner part

The inner part includes the rear swirl plate and the shroud:
The rear swirl plate is provided with calibrated orifices for the passage of primary air.
The shroud, integral with the rear swirl plate surrounds the shaft; it is bolted to the turbine nozzle guide vane.

Turbine casing

The turbine casing houses the combustion chamber and the turbine (s)
It has various bosses and, particularly the boss for the combustion chamber drain valve at the bottom of the casing.

Fuel injection system

The main fuel injection system includes: the fuel inlet union, the radial fuel tube, the fuel distributor and the centrifugal injection
wheel
The centrifugal injection wheel is mounted by means of curvic-couplings between the compressor and the turbine shaft.

Note: The two parts are made of special alloy. The calibrated orifices are drilled using the electron beam process or with a laser process.

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COMBUSTION CHAMBER
The combustion chamber forms an enclosure in which the fuel/air mixture is burnt.

Combustion chamber flow

In the combustion chamber, the compressed air is divided into two flows:
A primary air flow mixed with the fuel for combustion,
A secondary air flow (or dilution air flow) for cooling of the burnt gas.

Primary air

One part flows through the orifices of the front swirl plate.
A second part flows through the hollow vanes of the turbine nozzle guide vane (cooling of the vanes) and through the orifices of the
rear swirl plate.
The primary air is mixed with the fuel sprayed by the injection wheel.
The combustion occurs between the two swirl plates.
The flame temperature reaches approximately 2000° C

Secondary air

The secondary air (or dilution air) flows through the orifices of the mixer unit.
It is calibrated to obtain flame stability, cooling of the burnt gas, and distribution of temperature on the turbine.

Gas

he gas produced by the combustion is directed into the turbine nozzle guide vane.

Operating parameters

The fuel/air ratio for combustion (primary air) is approximately 1/15; the total ratio is approximately 1/45.
The pressure drop in the combustion chamber is approximately 4 %.

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GAS GENERATOR TURBINE 2S1/2S2

The turbine extracts sufficient energy from the gas flow to drive the compressors and the accessories.

Position

At the rear of the gas generator.

Main characteristics

Type: axial, single stage

Turbine inlet temperature: 1100° C
Rotation speed: N1; ACW.

Main components

Rotating components:
Wheel
Shafts
Bearing

Stationary components:
Nozzle guide vane,
Containment shield,
Casing.

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GAS GENERATOR TURBINE (ARRIEL 2S1 - 2S2)

The gas generator turbine assembly (part of module M03) includes rotating components and stationary components.

Rotating components

The main rotating component is the turbine wheel.

The turbine wheel consists of a disc and fir-tree mounted, single crystal blades.
At the front, the wheel is coupled by a curvic-coupling to the turbine shaft .
At the rear, the wheel is coupled to a stub shaft which is supported by a roller bearing (squeeze film type).
Rotating pressurised labyrinths provide sealing.
A tie-bolt secures the rotating assembly.
252: Blades made of different material permitting higher temperatures.

Stationary components

The main stationary components are the nozzle guide vane, the turbine shroud, the outlet diffuser and the power turbine
containment shield.
The nozzle guide vane includes a row of hollow vanes.
It is bolted to the combustion chamber inner part and to the containment shield.
The turbine shroud accommodates the turbine components and the containment shield.
It is bolted to the nozzle guide vane and to the inner flange of the turbine casing.
The outlet diffuser ensures the gas flow between the gas generator and the power turbine.
Its inner hub provides the location for the rear bearing.
It also incorporates the power turbine nozzle guide vane.

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GAS GENERATOR
The gas generator turbine transforms the gas energy into mechanical power to drive the compressors and various accessories.
The operation is characterised by the first phase of expansion.

Turbine gas flow

The burnt gas first flows through the nozzle guide vanes.
The gas velocity increases due to the convergent passage.
The flow on the blades results in aerodynamic forces whose resultant causes the rotation of the wheel.
The gas, still containing energy, is directed to the power turbine.

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POWER TURBINE ARRIEL 2S1 - 2S2

The power turbine assembly forms the module M04. It includes rotating components and stationary components.

Rotating components

The main rotating component is the power turbine wheel with its shaft.
The power turbine wheel includes a disc (integral with the shaft) and fir-tree mounted directionally solidified blades.
The shaft is supported by two ball bearings.
The front bearing sealing is ensured by a pressurised labyrinth seal (pressurisation with compressor air directed to the power
turbine through an external pipe and inner ducts).
The power is transmitted to the reduction gear by a muff coupling.

Stationary components

The main stationary components are the turbine nozzle guide vane, the power turbine casing and the bearing housing.
The nozzle guide vane includes a row of vanes.
It is part of the module M03.
The power turbine casing engages in the outlet diffuser and is retained by 3 screws.
It is bolted to the containment shield together with the exhaust pipe.
It comprises an outer casing and an inner hub supported on four struts.
Sealing rings are used for sealing between the power turbine casing and the power turbine nozzle guide vane.
The bearing housing is installed in the inner hub of the casing.
Its rear part is engaged in the reduction gearbox.
The identification plate is located on the bearing housing.

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POWER TURBINE
The turbine extracts the energy from the gas to drive the power shaft through the reduction gearbox.

Position

Between the gas generator and the reduction gearbox.

It forms the module M04.

Main characteristics

Type: axial, single stage

Rotation speed: N2; CW.

Main components

Rotating components:
Wheel,
Shafts,
Bearings

Stationary components:
Nozzle guide vane,
Containment shield,
Casing.

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POWER TURBINE ARRIEL 2S1 - 2S2

The power turbine transforms the gas energy into mechanical power to drive the reduction gearbox.
The operation is characterised by the second phase of expansion.

Turbine flow

The gas supplied by the gas generator flows first through the nozzle guide vane.
In the power turbine nozzle guide vane, the gas velocity increases due to the convergent passage.

The gas is directed onto the turbine wheel and the resultant of the aerodynamic forces on the blades causes the wheel to rotate.
The gas is then expelled overboard through the exhaust pipe.

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EXHAUST SYSTEM
The exhaust pipe continues the expansion phase and expels the gas overboard.

Position

Behind the power turbine, around the reduction gearbox.

Main characteristics

Type: elliptical
Non-modular part
Gas temperature: 670° C

Main components

Exhaust pipe
Heat shield.

Note: The exhaust pipe is considered to be an SRU (Shop Replaceable Unit).

The exhaust pipe, which has an elliptical outlet, is made from stainless steel.
It is bolted to the rear flange of the power turbine casing with the containment shield.

A heat shield is fitted between the exhaust pipe and the reduction gearbox to protect the gearbox from the exhaust heat.
The exhaust pipe has a drain at the bottom.
Functionally it should be noted that the exhaust gas still contains a certain amount of energy which produces a small residual thrust.

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REDUCTION GEARBOX
The reduction gearbox provides a reduced speed output and transmits the drive forwards.

Main characteristics

Type : 2 stage, 3 helical gears

Drive gear speed: N2
Output gear speed: 6409 RPM at 107 % N2.

Position

At the rear of the engine

It forms the module M05.

Main components
Drive gear
Intermediate gear
Output gear
Casings

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REDUCTION GEARBOX ARRIEL 2S1 - 2S2

The reduction gearbox module mainly includes three gears contained in two half casings.

Drive gear

The drive gear is driven by the power turbine through a muff coupling. It is supported by two roller bearings.

Intermediate gear

It is a double helical type gear: one gear meshes with the drive gear, the other one with the output gear.
The rear part of the gear incorporates a sleeve which provides a drive for the oil cooler fan.
The intermediate gear is supported by two roller bearings. A balance piston is fitted to the intermediate gear with its head located
in the gearbox front casing. It is supplied with oil pressure to balance the load on the gear.

Output gear

It is a simple gear supported by a ball bearing at the front and a roller bearing at the rear.
The hub is internally splined to receive the transmission shaft. It rotates at 6409 RPM at 107 % N2.

Note: The output gear is also used as a phonic wheel for detection of power turbine rotation speed

Reduction gearbox casing

The gears are housed in a light alloy casing (front and rear casings).
A fork shaped steel plate is mounted on the front face of the casing to prevent rearward movement of the power turbine in the
event of overspeed.
The module identification plate is located at the bottom of the casing.
The drive gear is directly driven by the power turbine shaft (muff coupling drive). It transmits the movement to the intermediate
gear. The rear shaft of the intermediate gear provides a drive for the oil cooler fan.
The intermediate gear drives the output gear which provides the power drive at a speed of approximately 6409 RPM
(at 107 % of N2), clockwise.

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TRANSMISSION SHAFT AND ACCESSORY GEARBOX ARRIEL 2S1 - 2S2

The shaft transmits the power to the front of the engine.
The accessory gearbox provides the drive for the engine accessories.

Position
Shaft beneath the engine
Accessory gearbox at the front of the engine
This assembly forms the module MO1.

Main characteristics

Type of gears: bevel and spur gears.

Main components

Transmission shaft
Torquemeter reference shaft Power drive
Accessory drive shaft
Casings
Power drive cover
Front support yoke.

Note 1: The alternator drive gear also includes a phonic wheel for detection of the gas generator rotation speed.
Note 2: The transmission shaft also includes a torquemeter.

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TRANSMISSION SHAFT AND ACCESSORY GEARBOX ARRIEL 2S1 - 2S2

The module MO1 comprises mainly the output shaft protection tube, the accessory gearbox and the engine front support.
It is this module which provides the rigidity of the engine.

At the rear of the protection tube is the flange for attachment to module M05.

The accessory gearbox is provided with mounting flanges for various accessories.

The engine front support yoke is bolted to the lower part of the accessory gearbox front face.

Just above the yoke, is the output drive shaft which is provided with a stainless steel cover which is also bolted to the front face of the
gearbox.

The module identification plate is located on the protection tube right hand side.

The engine identification plate is located on the protection tube left hand side.

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TRANSMISSION SHAFT AND ACCESSORY GEARBOX ARRIEL 2S1 - 2S2

Transmission shaft

The transmission shaft is located in a protection tube bolted to the reduction gearbox at the rear and
to the accessory gearbox at the front.
Three oil pipes are located in the protection tube.

The front of the shaft is supported by a ball bearing.

The output flange shaft is mounted on the shaft splines.
Sealing of the oil which lubricates the bearing is ensured by a magnetic carbon seal.

Accessory gearbox

The gearbox assembly includes a train of gears housed in a light alloy casing.
The gearbox is installed under the axial compressor by means of four bolts.

The front face of the gearbox accommodates the following drives:

Starter-generator
Fuel pumps
Main output drive.

The rear face of the gearbox accommodates the following drives:

Oil pumps
Alternator

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TRANSMISSION SHAFT AND ACCESSORY GEARBOX ARRIEL 2S1 - 2S2

Sealing of drives

Sealing of the various drives is ensured by seals fitted either in the support casing or in the accessory.

Transmission shaft

This is ensured by a magnetic carbon seal fitted in the accessory gearbox front casing.

Starter-generator drive

A magnetic carbon seal is fitted in a support on the gearbox front casing.

Centrifugal breather gear (rear half of the starter-generator gear)

Sealed by a magnetic carbon seal mounted in a support on the rear face of the gearbox.

Note 1: Fuel pump drive

Seals fitted in the fuel pump casing
Note 2: Alternator drive
No seal on the drive shaft.
The alternator cover is sealed by an O’ring on the mounting
Note 3: Oil pump drive
No seal on the drive shaft.
An O’ring is fitted on the mounting flange

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TRANSMISSION SHAFT AND ACCESSORY GEARBOX ARRIEL 2S1 - 2S2

The operation is considered during engine starting and in normal running.

Operation during engine starting

During starting, the starter motor drives the accessory gearbox and thus the gas generator rotating assembly.
The compressors supply air to the combustion chamber and the starting sequence continues.

Operation in normal running

The gas generator drives the accessory gear train through the bevel gear located between the axial compressor and
the centrifugal compressor.

At self-sustaining speed the electrical supply to the starter motor is automatically cut (about 45% N1).
The starter motor is then mechanically driven by the engine and operates as a generator (at about 50% N1) to provide DC current
to the aircraft electrical system.

The following accessories are driven:

Starter-generator
Fuel pumps
Oil pumps
Alternator / phonic wheel.

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ARRIEL 2S1 - 2S2

EXTERNAL OIL PIPES

This description deals with the external pipes of the oil system.
The oil pipes ensure the oil circulation between the oil system components and the lubricated parts of the engine (bearings).
Type of pipelines: rigid (one flexible)
Type of union: flanged.

Lubrication

Oil inlet (from oil tank to pressure pump; aircraft manufacturer’s supply)
From pressure pump to filter base
Supply of the gas generator front bearings
Supply of the gas generator rear bearing.

Scavenge

Scavenge of the gas generator rear bearing

Scavenge of the power turbine bearings (from power turbine to reduction gearbox; flexible pipe)
Oil outlet (from oil check valve to oil cooler; aircraft manufacturer’s supply).

Breathing
Gas generator rear bearing (external pipe).

Air vent
External pipe from centrifugal breather to the exhaust pipe (aircraft manufacturer’s supply).

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ARRIEL 2S1 - 2S2

OIL SYSTEM
The system contains all the components necessary for engine lubrication.

Oil tank: The oil tank contains the volume of oil required to lubricate the engine. It is supplied by the aircraft manufacturer.

Oil pumps: The oil pump unit contains one pressure pump and three scavenge pumps.
The gerotor type pumps are driven by the accessory gearbox. The pressure pump is equipped with a pressure relief
valve and a check valve.

Oil valve assembly: The oil valve assembly houses a check valve, an electrical magnetic plug and the gas generator rear bearing
strainer.

Oil filter: The oil filter retains any particles which may be present in the oil. It is provided with a by-pass valve and an oil filter pre-
blockage indicator. It also forms a heat exchanger with the fuel filter.

Scavenge strainers: The scavenge strainers protect the scavenge pumps from debris in the system.

Magnetic plugs: Mechanical magnetic plugs are fitted upstream of the scavenge pumps. An electrical magnetic plug is
fitted at the scavenge outlet.

Oil cooler: The air cooled oil cooler cools the oil. It is supplied by the aircraft manufacturer.

Centrifugal breather: The centrifugal breather separates the oil from the air/oil mist and vents the system.

Indicating devices: Oil temperature probe (aircraft manufacturer’s supply)

Low oil pressure switch
Oil pressure transmitter (aircraft manufacturer’s supply)
Electrical magnetic plug.

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ARRIEL 2S1 - 2S2

OIL SYSTEM
The main functions of the oil system are: supply, scavenge, breathing and indicating.

Supply
The pressure pump draws the oil from the tank and supplies the system.
A pressure relief valve limits maximum pressure by returning oil to the pump inlet.
The oil is then delivered through a check valve, the oil filter and restrictors to the engine sections which require lubrication:
Gas generator front bearings, Gas generator rear bearing, Power turbine hearings, Reduction gearbox
The oil is sprayed by jets onto the parts to be lubricated.
It also supplies a squeeze film for the gas generator rear bearing and the power turbine front bearing.

Scavenge
After lubrication, the oil falls by gravity to the bottom of the sumps.
The oil is then immediately drawn away by the scavenge pumps and returned to the tank through a check valve and the oil cooler (dry
sump system).
The scavenge strainers protect the scavenge pumps against any particles which may be held in the oil.
The magnetic plugs retain magnetic particles which may be in the oil.

Breathing
The oil mist which results from lubrication is returned to the accessory gearbox, where the oil is separated from the air by a centrifugal
breather which vents overboard.

Indicating
The system ensures the following indications:
Oil pressure and oil temperature measurement, Low oil pressure and particle detection, Oil filter pre-blockage indication.

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ARRIEL 2S1 - 2S2

OIL TANK
The oil tank contains the oil required for engine lubrication.

Position
In the system: between the oil cooler and the pressure pump,
On the aircraft: it is installed with the oil cooler above the plenum chamber, between the main gearbox and the front
firewall.

Main characteristics
Aircraft manufacturer’s supply.

Main components
Filler cap
Oil temperature probe
Unions (supply, return and vent).

Note: Refer to the aircraft manual for the description and operation.

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ARRIEL 2S1 - 2S2

OIL COOLER
The oil cooler cools the oil after it has passed through the engine.

Position
In the system: between the scavenge pumps and the tank
On the aircraft: it is installed with the oil cooler above the plenum chamber, between the main gearbox and
the front firewall.
Main characteristics
Supplied by the aircraft manufacturer
Type: air/oil cooler
Differential and thermostatic by-pass valve.
Main components

Oil cooler
Differential and thermostatic by-pass valve
Unions (oil inlet and outlet)
Cooling fan.

Note: The fan is driven by the rear accessory power drive.

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ARRIEL 2S1 - 2S2

OIL PUMPS - GENERAL

The oil pumps ensure oil circulation.

Position
In the system: on engine oil system inlet and outlet.
On the engine: the pump unit is mounted by bolts on the rear face of the accessory gearbox.

Main characteristics

Type: gerotor
Quantity: 4
Pressure relief valve setting: 217.5 PSI
Check valve.

The pump unit comprises a body containing four pumps:

One pressure pump (with pressure relief valve and a check valve),
Three scavenge pumps.
The four pumps are driven by means of a common shaft connected to the accessory drive (N1 drive).

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ARRIEL 2S1 - 2S2

OIL PUMPS
Operation of the pressure pump
The pressure pump draws the oil from the tank and forces it out under pressure in the supply circuit.

Pressure relief valve operation

In normal operation the valve is closed and only opens in exceptional circumstances, e.g. starting with very low temperature.
If the oil pressure exceeds the pressure relief valve setting the valve opens and allows the oil to return to the pump inlet.

Pressure pump outlet check valve operation

When the oil pressure is very low, e.g. at the beginning of start and especially during shut-down and engine stopped, the valve is closed
in order to prevent flow between the pump and system.

Operation of the scavenge pumps

Three scavenge pumps, one for the reduction gearbox, one for the gas generator bearing, one for the compressor bearings and the accessory
reduction gear train, return the oil to the oil cooler and the tank.
The pump flow is higher than that of the pressure pump (lubrication system of dry sump type).

Operating principle of a gerotor pump

A gerotor pump is a pump which comprises an inner rotor driving an outer rotor.
The inner rotor is eccentric to the outer rotor and has one less lobe than the outer rotor has spaces.
Because of the eccentricity, the size of the chambers formed between the two rotors varies with rotation.
Thus the oil is drawn in as the low pressure chamber size is increasing and is forced out under pressure as the high pressure chamber
size decreases.
The process is continuous for each chamber, ensuring a smooth, positive flow.
The whole pump flow is used (full flow; pressure is function of the rotation speed, oil viscosity and oil temperature).

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ARRIEL 2S1 - 2S2

OIL FILTER AND HEAT EXCHANGER
The oil filter retains particles that may be in the oil.
The filter housing forms a fuel/oil heat exchanger.

Position
In the system: downstream of the pressure pump
On the engine: on the left rear face of the accessory gearbox.

Main characteristics
Type: fibreglass cartridge
Filtering ability: 20 microns
Oil filter pre-blockage indicator setting: 17.4 PSID
By-pass valve setting: 60.9 PSID.

Main components
Oil filter,
Filter cover,
Oil filter pre-blockage indicator, Heat exchanger,
Low oil pressure switch,
Oil pressure transmitter,
By-pass valve.

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ARRIEL 2S1 - 2S2

OIL FILTER AND HEAT EXCHANGER - DESCRIPTION
The main components of the filtering unit are the following : Filter base, Filter cover (screwed onto the filter base)
Fuel/oil heat exchanger fitted with walls which permit fuel flow around the oil filter casing
Fibreglass cartridge (filtering element), Spring, By-pass valve (fitted inside the filter housing), Oil filter pre-blockage indicator.

The filter base incorporates Mounting points for the following:

Low oil pressure switch
Oil pressure transmitter
Oil outlet unions (compressor bearing lubrication and rear bearing lubrication)
Fuel inlet and outlet unions. O’ring seals ensure the oil filter sealing.

Normal operation (filtering)

The oil supplied by the pressure pump passes through the filter from outside to inside.
The filtered oil then passes to the engine for lubrication.
The oil is also used to heat the fuel through the heat exchanger as the fuel flows around the oil filter.

Pre-blockage
If the filter begins to become blocked the pressure difference across the filter increases. At a given pressure difference,
a red mechanical indicator pops out.
The oil continues to flow through the filter.

Blockage
If the pressure difference exceeds a given value, the by-pass valve opens and unfiltered oil passes to the system.

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ARRIEL 2S1 - 2S2

OIL FILTER PRE-BLOCKAGE INDICATOR
The indicator detects the onset of filter blockage.

Position
In the system: between inlet and outlet of the oil filter.
On the engine: on the filter housing cover.
Type: differential
Setting: 17.4 PSID

The oil filter pre-blockage indicator comprises the following parts:

Indicator body including: Mounting flange, Filter upstream pressure inlet, Filter downstream pressure inlet, Red indicator piston
AP piston, Transparent cover, Thermal lock, O’ring seals.

Operation Normal condition

Filter downstream pressure plus spring pressure is greater than upstream pressure.
The two pistons are held together by magnetic force.
The indicator is not visible.

Pre-blockage condition
Filter upstream pressure exceeds downstream plus spring pressure and the AP piston moves down.
This breaks the magnetic hold and the indicator piston is pushed out by its spring.
The indicator is visible.
The bi-metallic thermal lock ensures that the indicator doesn’t operate when a large AP is caused by
low temperature (locked below 50 °C )
The indicator is re-armed by pushing in the indicator.

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ARRIEL 2S1 - 2S2

OIL VALVE ASSEMBLY
The assembly houses a check valve, an electrical magnetic plug and the rear bearing scavenge strainer.
The check valve prevents oil flow from the tank to the engine when the pressure is very low (engine is stopped).
The electrical magnetic plug detects ferrous particles which may be in the oil.

Position
In the system: downstream of the scavenge pumps
On the engine: on the rear face of the accessory gearbox.

Main characteristics
Check valve setting: 2.17 PSI
The oil valve assembly comprises: A check valve,
An electrical magnetic plug and strainer,
A scavenge strainer for the gas generator rear bearing.
Check valve operation
Engine running
The outlet pressure of the scavenge pumps pushes the piston, compressing the spring thus allowing flow to the cooler.
Engine shut-down
The scavenge pump outlet pressure is very low or nil.
Spring pressure closes the valve and prevents any flow from the cooler into the engine.

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ARRIEL 2S1 - 2S2

CENTRIFUGAL BREATHER
The centrifugal breather separates the oil from the air/oil mist created by the oil system.

Position
In the system: before the general vent line of the system.
On the engine: it is formed by the starter-generator drive gear in the accessory gearbox.

Main characteristics
Type: centrifugal
Air vent: through the rear part of the gear hollow shaft, connected to the exhaust.

The centrifugal breather is driven by the intermediate gear of the accessory drive.
When the engine is running the air/oil mist passes through the breather:
Centrifugal force throws the oil droplets out into the gearbox where they fall to the bottom of the casing
The de-oiled air passes out through the shaft, via a gearbox passage, into an external pipe which discharges into the exhaust.

The centrifugal breather is formed by the starter-generator drive gear.

This gear is formed in one piece with a hollow shaft and has holes which provide a passage between the gearbox and the air vent,
The gear is supported by two ball bearings and has a magnetic carbon seal at each end.
The breather air outlet is at the rear end of the shaft, where the air passes into the gearbox outlet.

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ARRIEL 2S1 - 2S2

ELECTRICAL MAGNETIC PLUG
The electrical magnetic plug provides a cockpit indication of magnetic particles in the oil system.

Position
In the system: downstream of the scavenge pumps
On the engine: mounted on the oil valve assembly.

Main characteristics
Type: Magnetic with electrical indication
Self-sealing housing with strainer.
Indication: on the aircraft instrument panel.

The electrical magnetic plug comprises a magnetic probe which has two parts which are electrically insulated from one another and have
a small gap between them.
The plug is connected, via the engine electrical harness, to the aircraft instrument panel.
The plug is fitted into a housing which is provided with a self-sealing valve and a mounting flange.
A locking pin system ensures the locking of the electrical magnetic plug.
The housing is bolted onto the oil valve assembly where the scavenge oil can flow across the magnetic probe.

The magnetic probe attracts magnetic particles present in the oil.

If it attracts sufficient particles to form a bridge across the gap, this will complete the electrical circuit between the two magnetic parts and
thus provide indication on the aircraft instrument panel.

Note: The oil system also has two mechanical magnetic plugs, one located on the lower part of the accessory gearbox and one on
the lower part of the reduction gearbox.

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ARRIEL 2S1 - 2S2

MECHANICAL MAGNETIC PLUGS
The magnetic plugs permits rapid and frequent checking for the presence of ferrous metal in the oil system.

Position
In the system: One on the reduction gear scavenge return
One on the accessory gearbox scavenge return.
On the engine: One at the bottom of the reduction gearbox
One at the bottom of the accessory gearbox.

They are mounted on the left or the right side according to the position of the engine in the helicopter.

Main characteristics

Type: Single magnetic probe,

Self-sealing housing,
Quantity: 2

The magnetic plug includes: a magnet, O’ring seals and locking pins.

The magnetic plug is installed in a self-sealing housing (valve, spring).

The magnetic plug attracts magnetic particles which may be in the oil.

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ARRIEL 2S1 - 2S2

SCAVENGE STRAINERS
The strainers protect the scavenge pumps against large any large particles which might be in the oil.

Position
In the system: One strainer is fitted in each scavenge line upstream particles which may be present in the oil in
order to protect of the scavenge pump
On the engine:
Two different strainers are located on the accessory gearbox casing:
One to the reduction gearbox
One to the accessory gearbox scavenge
One strainer is located on the oil valve assembly (gas generator rear bearing scavenge)

Main characteristics

Type: wide mesh filter

Quantity: 3

Each strainer includes the following components: a wide mesh filter, a mounting flange and an O’ring seal.

A strainer is a wide mesh filter which retains any large particles which might be in the oil in order to protect the scavenge pumps

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ARRIEL 2S1 - 2S2

LOW OIL PRESSURE SWITCH
The low oil pressure switch provides cockpit indication of low oil pressure.

Position
In the system: downstream of the filter
On the engine: mounted on the filter base.

Main characteristics
Type: diaphragm pressure switch
Setting:
2S1: 18.85 PSI
252: 24.65 PSI
Indication: light on instrument panel.
The pressure switch comprises the following components :
a mounting flange and an electrical connector (connection with the instrument panel).
The pressure switch is secured onto the filter base.
One O’ring seal ensures the sealing between the pressure switch and the filter base.

The pressure switch microswitch is open during normal engine operation.

If the oil pressure reduces to less than the setting pressure, the diaphragm moves down.
This causes the electrical contact to close, completing the circuit of the low oil pressure warning light.

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ARRIEL 2S1 - 2S2

OIL PRESSURE TRANSMITTER
The transmitter provides a signal of oil pressure.

Position
In the system: in the supply system, downstream of the filter after the restrictor,
On the engine: mounted on the filter base.

Main characteristics
Supplied by the aircraft manufacturer,
Type: resistive,
Output signal: voltage proportional to the oil pressure,
Indication: on instrument panel.

The oil pressure transmitter includes:

A mounting flange (mounting on the filter base),
An electrical connector (connection with the instrument panel).

The oil pressure transmitter produces an output voltage proportional to the oil pressure.
It is transmitted to the instrument panel.

2SI: On engines modified TU24, the transmitter is fitted on a right-angled union and is therefore mounted vertically.

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ARRIEL 2S1 - 2S2

EXTERNAL OIL PIPES

This description deals with the external pipes of the oil system.

The oil pipes ensure the oil circulation between the oil system components and the lubricated parts of the engine (bearings).
Type of pipelines: rigid (one flexible)
Type of union: flanged.

Lubrication

Oil inlet (from oil tank to pressure pump; aircraft manufacturer’s supply)
From pressure pump to filter base
Supply of the gas generator front bearings
Supply of the gas generator rear bearing.

Scavenge
Scavenge of the gas generator rear bearing
Scavenge of the power turbine bearings (from power turbine to reduction gearbox; flexible pipe)
Oil outlet (from oil check valve to oil cooler; aircraft manufacturer’s supply).

Breathing
Gas generator rear bearing (external pipe).

Air vent
External pipe from centrifugal breather to the exhaust pipe (aircraft manufacturer’s supply).

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AIR SYSTEM

The engine air system includes:

An internal air system which ensures: The pressurisation of the labyrinth seals
The cooling of the engine internal parts
The balance of forces on the rotating assemblies

Air tappings which ensure: The air pressure measurement for the control system
The start injector ventilation
The aircraft air system supply
The air supply to the metering unit (in the fuel control unit)
The air for the bleed valve operation
The air for the pressurisation of the power turbine labyrinth seals.

The compressor bleed valve.

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INTERNAL AIR SYSTEM

The internal air system pressurises the labyrinth seals, cools certain parts and provides a balancing of forces.
All the parts of the system are internal except the pressurisation of the power turbine labyrinth which is supplied by an external pipe.

Type: air tapping with a calibrated flow

Air pressures used:

P2.4: centrifugal compressor inlet pressure

P2.6: centrifugal compressor wheel outlet pressure
P3: centrifugal compressor outlet pressure.

Note: The internal air system is also referred to as the secondary air system.
The internal air system can be considered in three parts: the front section, the gas generator HP section and the power turbine section.

Front Section

Air tapped from the centrifugal compressor inlet is used to pressurise the front bearing labyrinths. There is a very small flow of air into the
bearing chamber.
Air tapped from the same point is discharged through the compressor bleed valve, mounted on the compressor casing bleed valve.
Gas generator HP section
Air tapped from the centrifugal compressor tip passes down the rear face of the compressor wheel, through the curvic couplings, the hollow
shaft and internal passages.
It is used to:
Cool the rear face of the gas generator turbine (discharging into the gas flow)
Pressurise the labyrinth seal of the gas generator rear bearing (small flow into the bearing housing)
Cool the front face of the power turbine (discharge into the gas flow).
The air from the centrifugal compressor outlet (theoretically clean air) flows through the hollow nozzle guide vanes and through holes in the
shroud. It is used to cool the nozzle guide vane and the front face of the gas generator turbine. A small amount of air is also used to cool the
turbine shroud.
The centrifugal compressor casing is fitted with air tapping points. This air is called clean air as it is out of the main air flow stream.
Power turbine section
The air is tapped from the front face of the centrifugal compressor casing (clean air) and is taken by an external pipe to the reduction gear-
box casing. It then passes through internal passages to pressurise the labyrinth seal on the power turbine shaft and to cool the rear face of the
power turbine.
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AIR TAPPINGS
Air tappings are used for:
Fuel control
2S1: the metering unit (in the fuel control unit)
Start injector ventilation
Aircraft services
Bleed valve operation
Pressurisation of the power turbine labyrinth seals. Main characteristics
P3 air tapping limited by calibrated orifices. Functional description

Fuel control
A P3 pressure transmitter measures the centrifugal compressor outlet air pressure.
The signals pressure is transmitted to the DECU. 2S1: Fuel control unit (metering unit)
The air tapped from the outlet of the centrifugal compressor supplies the metering unit through an external pipe (anti-surge function for manual
control).

Start injector ventilation

Compressor delivery air is used to ventilate the start injectors to avoid blockage by the carbonisation of unburnt fuel.
The system comprises a tapping union and a pipe connected to the start electro-valve.

Aircraft services
Compressor delivery air is tapped off for use in various aircraft systems.
The engine has two air tapping unions (used for the aircraft services) located on the centrifugal compressor casing.
Note: The use of this bleed is restricted during take-off and in single engine mode.

Air intake anti-icing

Compressor delivery air is tapped for air intake anti-icing.

Bleed valve operation

Compressor delivery air is tapped to operate the compressor bleed valve.
Pressurisation of the power turbine labyrinth seals Refer to the following pages

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AIR TAPPING UNIONS

The air tapping unions allow air to be tapped from the centrifugal compressor outlet.
They are located on the centrifugal compressor casing front face.

At 100 % N1 in standard conditions:

Air pressure: (118.9 PSI)
Air temperature: 335° C

Start injector ventilation

Standard union. Air flow: very low.

Power turbine labyrinth pressurisation

Standard union. Air flow: very low.

P3 pressure transmitter
Standard union. Air flow: nil.

Aircraft services Standard union.

Max. air flow: 0.22 lb/sec.

Compressor bleed valve

Standard union. Air flow: negligible.

2S1: Metering unit supply

Standard union. Air flow: nil.

Note: The air in this zone is considered clean air as it is out of the main air stream and thus contains very little debris.

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P3 PRESSURE TRANSMITTER
The P3 pressure transmitter senses the compressor outlet air pressure and supplies a signal to the DECU.

Position

In the system: connected to the DECU.

On the engine: on the ignition unit support.

Main characteristics

Type: resistive

Output signal: voltage proportional to the air pressure

Supply voltage: 10 VDC.

The P3 pressure transmitter system comprises the P3 tapping, an air pipe and the pressure transmitter.

The transmitter is secured on the ignition unit support.

The electrical connector provides the connection with the DECU.

The transmitter produces an electrical voltage proportional to the P3 air pressure.

The pressure signal is used by the DECU for engine control (fuel flow limit, surge control).

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COMPRESSOR BLEED VALVE

The valve prevents engine surge by bleeding off a certain quantity of air tapped from the axial compressor outlet.
When the valve is open, the discharge of air causes the air flow through the axial compressor to increase thus moving the operating line
away from the surge line.
The operation of this valve depends on the P3/PO pressure ratio.

Position

In the system: between the axial and centrifugal compressors

On the engine: at the top of the axial compressor casing.

Type: pneumatic, butterfly valve

Control: by P3/PO pressure ratio.

Pneumatic control system

Butterfly valve

Rack and pinion mechanism

Microswitch (connected to the DECU)

P2.4 air outlet

P3 inlet filter.

Note: The air can he discharged under the cowling in order to improve cooling of the engine compartment.

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COMPRESSOR BLEED VALVE

The compressor bleed valve includes 3 main parts: the detection capsule, the intermediate stage and the bleed valve.
Detection capsule
It is subjected to P3/PO pressure ratio and controls the air discharge downstream of the calibrated orifice B.
It is fitted with a filter at the inlet.
Intermediate stage
It includes a diaphragm which is subjected to the pressure downstream of B.
The diaphragm controls the discharge which determines the pressure downstream of the calibrated orifice A.
Bleed valve
It includes a spring loaded piston subjected to the pressure downstream of restrictor A.
The piston actuates the butterfly valve by means of a rack and pinion mechanism.
It also includes a microswitch, operated by the piston, which sends a position signal to the DECU.

Open position
The P3/PO pressure ratio is not sufficient to activate the capsules and there is an air discharge downstream of the calibrated orifices. The
piston is not actuated and the butterfly valve is open.
A certain amount of air, tapped from the centrifugal compressor inlet, is discharged overboard.
The microswitch contact is closed and sends an open signal to the DECU.
The DECU outputs a position signal to the cockpit.

Closed position
When the gas generator rotation speed NI increases, the compression ratio P3/PO increases and beyond a certain value:
The pressure becomes sufficient to deform the detection capsule which closes the discharge
The pressure downstream of the calibrated orifice B increases
The diaphragm of the intermediate stage closes the discharge
The pressure downstream of the calibrated orifice A increases
The piston moves down under P3 pressure and rotates the butterfly valve through the rack and pinion mechanism.
The valve closes and stops the air tapping.
The microswitch contact, actuated by the piston, opens.
This provides a closed signal to the DECU.

The DECU outputs a position signal to the cockpit.

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EXTERNAL AIR PIPES

This part considers the external air pipes of the air system.

The air pipes ensure the air supply from/to the various system components.

Main characteristics

Type of pipes: rigid, stainless steel

Type of unions: standard (connecting flange with bolts).

The air system uses the following external pipes:

P3 air pipe for the control of the compressor bleed valve

Air pipe for the ventilation of the start injectors

Air pipe to supply the P3 pressure transmitter

Air pipe for the pressurisation of the power turbine labyrinth.

2S1: Air pipe to supply the fuel control unit (manual back-up control protection).

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FUEL CONTROL 1S1
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STARTING SYSTEMS
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CONTROL SYSTEM
The system is designed to adapt the engine to the aircraft power requirements whilst remaining within defined limits.

Starting,

Speed control,

Various limits,

2S1: Manual control,

2S2: Electrical hack-up control,

Overspeed protection,

System monitoring and fault management.

2S1: Single channel digital electronic control system with manual control,

2S2: Dual channel digital electronic control system with electrical back-up control,

Redundant electrical supply (from the aircraft and from the engine alternator).

Digital Engine Control Unit

Engine and systems

Aircraft: various systems (control, indication, supply).

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CONTROL SYSTEM (2S1)

The complete system includes aircraft components, engine components and the DECU.

Aircraft components
Switches, buttons, etc.
Indicators, warning lights, etc.
DECU power supply
Start and stop selection logic.
Engine components
Hydro-mechanical components:
LP pump
Fuel filter
HP pump
Metering unit (with manual control)
Pressurising valve
Start injection system
Main injection system
Electrical components:
Control system sensors
Indication sensors
Dedicated alternator
Ignition unit
Starter-generator
Stop electro-valve
Start electro-valve
Bleed valve position microswitch.
Digital Engine Control Unit (DECU)
Computer which controls and monitors the engine.
Digital type, single channel
Mounted in the aircraft
Analog power turbine overspeed protection (optional)
One DECU per engine with cross monitoring Serial data link with the aircraft.

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CONTROL SYSTEM (2S2)

The DECU has two independent channels A and B.

Both channels have the same software.

Analog inputs

The two channels receive the following analog inputs:

P3, t4.5, position transmitter signal, torque, N2 trim, P0, t0, collective pitch and conformation resistances torque and t4.5.

The inputs are shared between the two channels.

The N1 and N2 inputs are independent, for each channel.

There is a data link between the two channels.

This configuration ensures that if all the acquisitions on one channel fail the acquisitions of the other channel are sufficient to control the en-
gine safely.

Discrete inputs and outputs

The discrete inputs are received and shared by the two channels and the discrete outputs are controlled by the selected channel. The resourc-
es of each channel receive their power supply, from the corresponding channel.

The shared resources receive their power supply .from both channels.

Channel selection
A channel selector in the DECU will select which channel will control the engine depending on the signals it receives from the two channels.
The normal channel is A.
If it fails, the system changes automatically to channel B.

If both channels are unable to control the engine the dual stepper motor is frozen and the Auxiliary Mode Control Unit is enabled by the
DECU.

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CONTROL SYSTEM (2S2)

The complete system includes aircraft components, engine components and the DECU.
Aircraft components
Switches, buttons. etc.
Indicators, warning lights, etc.
DECU power supply
Start and stop selection logic.
Engine components
Hydromechanical components:
LP pump
Fuel, filter
HP pump
Metering unit (with back-up by-pass valve)
Pressurising valve
Start injectors
Main injection system
Electrical components:
Control sensors, Indication sensors
Dedicated dual alternator
Position transmitter
Dual stepper motor
Electrical back-up actuator
Stop electro-valve, Start electro-valve
Neutral position switch
Ignition unit
Starter-generator
Auxiliary Mode Control Unit (AMCU) (fitted in the aircraft)
Bleed valve position microswitch.
Digital Engine Control Unit (DECU)
Computer which controls and monitors the engine. Digital type, dual channel, Mounted in the aircraft
Digital power turbine overspeed protection (optional)
One DECU per engine with cross monitoring, Serial data link with the aircraft.

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MAIN FUNCTIONS OF THE CONTROL SYSTEM

The control system ensures the following functions: starting, speed control, 251: manual control, 2S2: electrical hack-up control, over-
speed protection, maintenance aid and monitoring.

Starting
This function guarantees a quick and safe start under all operating conditions:
Sequential control
Control of the fuel flow required to start.

Speed control
This function maintains the aircraft rotor rotation speed constant (almost constant) in all operating conditions.
It also protects the engine with various limitations: rotation speeds, acceleration, deceleration, fuel flow...

251: Manual control

252: Electrical back-up control
This function permits engine control in the event of failure of the automatic control system.

Overspeed protection
This function causes the engine to automatically shut-down in the event of power turbine overspeed.
This protection is optional.

Monitoring
This function ensures engine monitoring, fault management and maintenance aid.

Maintenance aid
The DECU permanently records and memorises certain parameters and engine events.
This information can be transmitted to the cockpit display system for maintenance aid.

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FUNCTIONS ENSURED BY THE ELECTRONIC CONTROL SYSTEM

This part mentions in a general way the main functional electronic blocks.

2S2: Both channels can perform all of these operations.

Determination of the control mode

Starting
N2 speed control Anticipation
Load sharing
Elaboration of N1 datum.
Limitations (Ni, torque...)
N1 speed control Flow datum selection
Flow limitation
Control of the metering needle
Overspeed protection.

Monitoring
Fault detection and management
Cycle counting
Biased Ni indication calculation
Counting and indicating of OEI usage
Engine power check
Maintenance aid
Bleed valve monitoring
Torque indication

HIP/SARM counting
2S2: Run-down time counting

2S2: DECU hours counting.

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CONTROL SYSTEM STARTING

This function includes the starting sequence, the in-flight relight, the starting fuel flow control, idling, the transition from idle to flight and
relight in flight.

Starting sequence
The system ensures the cranking, ignition and the fuel supply.
Start is selected using the control lever and a push button:
Stop (selection of engine shut-down)
Idle (start control up to idle)
Flight (normal control).

In-flight relight
The sequence is identical to a ground start, but only permitted below 17 % N1.
It is not necessary to bring the lever back to the Stop position.
It is sufficient to press the Start button while leaving the control lever in the Flight notch.

Starting fuel flow control

During starting, the fuel flow CH is metered so as to provide a rapid start without over-temperature.
To this end, the fuel flow is controlled according to different laws:
Manifold fill algorithm (up to 17 % NI),
Basic flow law as a function of T1 and residual t4.5 gas temperature,
Starting flow law as a function of N I acceleration (AN I /At),
Flow correction law as a function of t4.5 indexed proportional to N I ,
t4.5 surveillance law: automatic engine shutdown if t4.5 does not exceed 100° C before 27 % N1,

252: The system will interrupt the start if f t4.5 is too high.

The elaborated fuel flow datum CH* is used to control the metering needle via:
Choice of datum
Flow limitation stage
Metering needle control, depending on the datum and the actual position signal XMV

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TRANSITION FROM IDLE TO FLIGHT

Idle
When starting is completed, the rotation speed stabilises at idle.

The idle rating is designed to be sufficiently low (52 % N1) to allow the engine to run with the power turbine stationary (rotor brake on for
example).

Transition from idle to flight

This is selected using the control lever, which has a potentiometer between the idle and flight positions (XTL signal).

This transition is prohibited until a given increase of N2 has been registered.

During the transition the torque and N2 acceleration are limited.

The transition is completed when the system enters into nominal speed control.

Note:
The acceleration of the second engine is optimised after the first engine has taken the load of the rotors.

Control functions

Elaboration of the NI idle datum as a function of T1

Transition control (throttle lever position signal XTL)
Speed control (N2, Ni, limitations, etc)
Selection of fuel flow datum CH*
Flow control
Metering needle control.

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Installation configuration
The gas generator supplies power to the power turbine which is connected to the helicopter main rotor.

Installation requirements

Aircraft rotor speed (NR) almost constant in all operating conditions (because of the rotor efficiency) whatever the load applied

Max. torque limitation (imposed by the mechanical transmission and the helicopter main gearbox)

Power turbine rotation speed (N2) within given limits (in fact almost constant, as it is connected to the rotor)

Limitation of the gas generator rotation speed N1:

Max. NI (OEI rating calculation)

Min. N1 (to avoid engine flame-out and critical speeds)

Load sharing (equal sharing of loads between the 2 engines)

Protections against surge, flame-out, overheat...

Adaptation to requirements

The control system ensures the engine adaptation to the requirements by metering the fuel flow CH sprayed
into the combustion chamber.

Thus, the gas generator adapts automatically to the requirements (N1 demand) to maintain constant the power turbine
rotation speed N2 whilst keeping all the other parameters within determined limits.

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CONTROL SYSTEM

CONTROL SYSTEM FAILURE TRAINING MODE

The system is designed to allow training in manual mode by simulating a complete failure of the electronic control system.

The mode is selected using a manual/automatic selector and an indicator gives the status of the system.

The system can be returned to automatic at any time.

2S2: Auxiliary mode training

When auxiliary mode training is selected the DECU will freeze the stepper motor and enable the AMCU. The pilot can they carry out
manual control procedures.

2S2: Neutral notch forced return

The DECU will cancel the auxiliary mode and force the electrical back-up actuator to the neutral position in the following circumstances:

During a return to automatic mode after auxiliary mode training,

If the actuator moves out of the neutral notch during automatic operation,

If the NI or N2 go outside a certain range or if these is an overtorque.

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OVERSPEED PROTECTION
The DECU includes a power turbine overspeed protection system (optional).

This system will shut down the engine if the power turbine speed reaches a certain limit (122.5 ± 1 % N2).

The shut-down must be achieved fast enough to prevent internal engine damage.

Re-arming
Once operated the system remains in the overspeed condition until it is re-armed, either by a switch or by switching off the power to
the DECU.

Cross inhibition
The system is designed to prevent both engines being shut-down by their overspeed systems.
This is achieved by a cross connection between the two systems, when one engine overspeed system operates it inhibits the operation of
the other engine system.

System indication
The overspeed system supplies signals of its state: armed, disarmed, overspeed, failure.

Fault detection

A test circuit simulates an overspeed in order to verify the correct operation.

The test is selected by a switch

The rearming and test system is located in the rear fuselage.

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ARRIEL 2S1 - 2S2

INDICATORS
There are several indicators which give information about the engine operation.

Position
On the instrument panel.

Main characteristics
Indicators directly connected to the engine sensors
Indicators whose signal is provided by the DECU.

Engine sensors connected direct to the cockpit

Low oil pressure

Fuel filter pre-blockage
Magnetic particles
Low fuel pressure
Fire detection.

Lights supplied through the DECU

Overspeed indication
Overspeed arming
OEI mode (situation or engine out)
30 sec. OEI stop selected
30 sec. OEI stop
2 min. OEI stop
Training mode
Total failure
Degraded operation or minor fault
Manual mode
Lever out of neutral position
Bleed valve position.

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INDICATING SYSTEM (2Sl)

This system measures the rotation speeds of the gas generator (N1I) and the power turbine (N2).

Type: phonic wheels and electro-magnetic sensors

Sensor signals: frequency proportional to the rotation speed.

Main components
N1 speed sensors
N2 speed sensors
Alternator

Electrical harnesses for connection to the DECU and the indicators.

The N1 signals are used for:

Engine control (starting, speed control loop) Indication (NI actual and biased)

Cycle and hours counting

Maintenance aid.

N1 is an operating parameter as it reflects the engine power and serves to determine the limit ratings.

The N2 signal is used for:

Engine control (speed control loop) and cycle counting

Indication (associated with the NR indication).

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N1 SPEED SENSOR (2S2)

The N1 speed sensor measures the gas generator rotation speed.

In the system: connected to the LIDS

On the engine: left side of the accessory gearbox.
Type: electro-magnetic
Quantity: I

Phonic wheel: On the alternator drive shaft.

The N1 speed measurement and indicating system includes: -

A phonic wheel mounted on the alternator drive shaft
One electro-magnetic sensor which has:
A permanent magnet
A coil.

The sensor is secured by one screw on a mounting pad located on the alternator drive casing.
An O’ring seal ensures the sealing between the sensor body and the casing.

The rotation of the phonic wheel causes the sensor to produce an electrical signal.

The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel.

The N1 signal received by the IIDS is continuously transmitted to the DECU for NI failure management.

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NI SPEED SENSORS (2S1)

The N1 speed sensors measure the gas generator rotation speed.

In the system: connected to the indicator

On the engine: left rear face of the accessory gearbox.

The Nl speed measurement indicating system includes:

A phonic wheel mounted on the alternator drive shaft
Two electro-magnetic sensors each of which has:
A permanent magnet
A coil.

Each sensor is secured by one screw on a mounting pad on the alternator drive casing.

An O’ring seal ensures the sealing between the sensor body and the casing.

Type: electro-magnetic
Quantity: 2 (interchangeable)
Phonic wheel: On the alternator drive shaft

The rotation of the phonic wheel causes the sensor to produce an electrical signal.
The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel.
The output signal .from the NIA sensor is transmitted directly to the speed indicator in the cockpit.
The output signal from the NIB sensor is transmitted to the DECU; it is used for start fuel flow control, speed control and speed indication:

Priority signal from NIB

Redundancy signal from the engine alternator.

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INDICATING SYSTEM (2S2)

This system measures the rotation speeds of the gas generator (N1) and the power turbine (N2).

Type: phonic wheels and electro-magnetic sensors

Sensor signals: frequency proportional to the rotation speed.

Main components
NI speed sensor
Double alternator (generation of NI signals)
N2 speed sensors

Electrical harnesses for connection to the DECU and the indicators.

The NI signal from the sensor goes direct to the LIDS in the cockpit and is thus independent from the DECU.
It is however transmitted via the ARINC data link to the DECU for N1 failure management.

The biased N1 indication is supplied to the cockpit by the DECU which derives its N1 signals from the two alternator frequencies.

N1 is an operating parameter as it reflects the engine power.

It is also used for engine control, cycle counting and maintenance aid.

Two N2 signals are used for the engine control (speed control loop, the overspeed system, cycle counting and maintenance aid).

One N2 signal is used for the speed indication associated with the NR indication.

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SPEED MEASUREMENT AND INDICATING SYSTEM

N2 SPEED SENSORS
The N2 speed sensors measure the power turbine rotation speed.

In the system: connected to the indicator or to the DECU

On the engine: on either side of the reduction gearbox

N2A and N2B on the right

N2C on the left.

Type: electro-magnetic
Quantity: 3 identical sensors (interchangeable)
Phonic wheel: Reduction gearbox output gear

The N2 speed measurement and indicating system includes :

A phonic wheel which is the reduction gearbox output gear
Three electromagnetic sensors each of which has:
A permanent magnet
A coil.

Each sensor is secured by one screw on a mounting pad located on the reduction gearbox casing.
An O’ring ensures the sealing between the sensor body and the reduction gearbox casing.

The rotation of the phonic wheel causes the sensor to produce an electrical signal.
The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel.
The output signal from the N2A sensor is transmitted directly to the speed indicator in the cockpit.
The output signals from the N2B and N2C sensors are transmitted to the DECU
They are used for speed control and overspeed shut-down.
2S2: The N2A signal transmitted to the cockpit is continuously sent to the DECU via the ARINC data link to improve N2
failure management.

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T4.5 GAS TEMPERATURE MEASUREMENT AND INDICATING SYSTEM

T 4.5 CONFORMATION BOX

The conformation box forms the interface between the thermocouples, the indicator and the DECU.
It also allows a corrected temperature indication for a given turbine inlet temperature.
Being given discrepancies of measurement, the conformation ensures a reading which reflects a reference temperature identical for all
engines.
In the system: connected to the indicator and the DECU
On the engine: on a support mounted underneath the output shaft protection tube.
Type: box with conformation resistors installed on a printed circuit board,
Setting: adapted to the module M03,
Matched to the gas generator module M03.

The t4.5 conformation box is mounted on a support on the output shaft protection tube.
The box is provided with:
5 electrical connectors: 2 harness connectors
2 DECU connectors
1 indicator connector
Printed circuit board equipped with:
2 equal ZERO resistors
2 equal PENTE resistors.

The t4.5 conformation box provides the connection point between the thermocouples, the DECU and the indicator.

It contains resistors which enable a uniform t4.5 indication for a given turbine inlet temperature.

Note:
The resistors can be adjusted by opening connectors printed on the board.
The resistor values are matched with the gas generator and are recorded on the module M03 log card.

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t4.5 THERMOCOUPLE PROBES

The thermocouple probes measure the gas temperature at the gas generator outlet.

In the system: connected to the conformation box

On the engine: the probes (x8) are located around the rear part of the turbine casing and each probe is secured by a bolt.
Type: Chromel - Alumel
Quantity: 8 probes (16 thermocouples) in 2 harnesses.

The 2 groups of 4 thermocouple probes are identical.

They are positioned to give a homogeneous measurement.
Each probe contains two hot junctions (Chromel and Alumel wires soldered together).
Thus the t4.5 gas temperature measurement system includes two distinct measuring channels, each comprising:
8 thermocouples, connected in parallel, used by the t4.5 indicating system
8 thermocouples, also connected in parallel, used by the DECU.

In fact, the system consists of 2 assemblies of 4 double probes.

Each assembly is an LRU.

A thermocouple produces an electromotive force which is proportional to the temperature difference between the hot and the cold junction.

The probes are wired in parallel.

The reading obtained is an average temperature.

This voltage is supplied, via the conformation box to:

The DECU (for start fuel flow control)

The t4.5 indicator (millivoltmeter graduated in degrees Celsius).

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t4.5 GAS TEMPERATURE MEASUREMENT AND INDICATING SYSTEM

This system provides a measurement and indication of the gas temperature (t4.5) at the gas generator turbine outlet.

Position
All the system components are located on the engine except the DECU and the t4.5 indicator.

Type: Chromel Alumel thermocouple probes

Indication: degrees Celsius
Quantity: 8 probes (with 2 thermocouples each) connected in parallel through a conformation box.
Thermocouple harness (x2)
t4.5 conformation box
Digital Engine Control Unit
Indicator.Description

The gas temperature (t4.5) is an operating parameter, particularly during engine starting.

The conformation box provides the connection point between the thermocouples, the indicator and the DECU.

The signal from the thermocouples is used for:

Engine control (starting fuel flow)

Indication.

Note: On the SIKORSKY S76, the indicator is called the T5 indicator.

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The system provides an indication of the engine torque, measured on the power transmission shaft.

Position

All the system components are located on the engine except the DECU and the torque indicator.

Type: phase displacement

Torque sensor: electro-magnetic

Main components

Power transmission and reference shafts

Torque sensor

Torque conformation box

Torque indicator.

The torquemeter measures the torque on the output shaft.

An electro-magnetic sensor transforms this torque into an electrical signal.

This signal is sent through the DECU to the torque indicator in the cockpit.

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TORQUE MEASUREMENT AND INDICATING SYSTEM

TORQUE CONFORMATION BOX
The torque conformation box adapts the torque sensor signal to the output shaft characteristics, being given the variations due to the manu-
facturing tolerances.
The conformation ensures that the torque reading reflects the real torque.

Position
In the system: connected to the DECU

On the engine: on a support secured by means of a clamp located on the left side of the protection tube.

Type: conformation resistors,

Setting of resistors: adapted to the output shaft (module M01),

Matched to the module MO1.

The torque conformation box includes:

A box which houses two conformation resistors mounted on a printed circuit board (ZERO and SLOPE)
A mounting flange: box screwed onto a securing clamp on the left side of the protection tube
An electrical connector to connect the torque conformation box to the DECU.

The zero (ZERO) and slope (PENTE) resistor values, take into account the difference of the torque sensor output according to the reference
measurement achieved with the engine on the test bed.

Note: The resistances can he adjusted by opening connections printed on the circuit board.
The resistor values are recorded on the module M01 log card.

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The torquemeter mainly includes:

The transmission shaft fitted with 4 equidistant teeth

A reference shaft (not submitted to torsion) also fitted with 4 equidistant teeth.

These 8 teeth form the phonic wheel of the torque measuring system

An electro-magnetic sensor is located in front of this phonic wheel.

Note:
The system includes resistors (located in the conformation box) to obtain a corrected torque value.

The rotation of the phonic wheel causes the sensor to output an electrical signal to the DECU.

The DECU measures the phase displacement of the signals.

When there is no torque (zero), the distances between teeth are equal (a = b).

When the torque changes, the distances between teeth change (a b). The DECU measures this change and determines the engine torque
value.

Example:

When torque increases: the main shaft twist in relation to the reference shaft causes a variation of the distances (a increases, b decreases).

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TORQUE SENSOR
The torque sensor provides an electrical signal to the DECU for torque indication and fuel control purposes.

Position

In the system: connected to the DECU

On the engine: on the right front part of the protection tube.
Quantity: 1
Phonic wheel: 1 phonic wheel formed by 4 teeth on the transmission shaft and 4 teeth on the reference shaft
Output signal: signal with phase displacement.

The sensor is attached by one screw on a mounting pad located on the forward right side of the protection tube.

Its depth of penetration is adjusted by a laminated shim.

The sensor includes an electrical connector connected to the DECU.

The rotation of the phonic wheel (8 teeth) causes the sensor to produce an electrical signal.

The phase of the signal varies as function of the torque.

The output signal is transmitted directly to the DECU for indication and fuel flow control.

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