PFN NUMBER 011-9762

SEPTEMBER 2004

STUDENT GUIDE

FOR

UH-60 POWERPLANT

THIS PACKAGE HAS BEEN DEVELOPED FOR USE BY: Black Hawk (UH-60) Helicopter Maintenance Test Pilot
Program
PROPONENT FOR THIS TSP IS: U.S. Army Maintenance Test Pilot School AVIATION
TRAINING BRIGADE ATTN: ATZQ-ATB-CA Ft. Rucker,
Alabama 36362-5000
FOREIGN DISCLOSURE RESTRICTIONS: Unclassified: This product/publication has been reviewed by
the product developers in coordination with the USAALS
foreign disclosure authority. This product is releasable to
students from foreign countries on a case-by-case basis.
 SEPTEMBER 2004

UH-60 POWERPLANT

TABLE OF CONTENTS

Page
SECTION I. - INTRODUCTION .................................................................................................................... 3
TERMINAL LEARNING OBJECTIVE: .......................................................................................................... 3
SECTION II. - PRESENTATION................................................................................................................... 4
A. ENABLING LEARNING OBJECTIVE No. 1........................................................................ 4
SECTION III. - SUMMARY.......................................................................................................................... 24
B. ENABLING LEARNING OBJECTIVE No. 2...................................................................... 25
SECTION IV. - SUMMARY ....................................................................................................................... 106
C. ENABLING LEARNING OBJECTIVE No. 3.................................................................... 108
SECTION V. - SUMMARY ........................................................................................................................ 115
D. ENABLING LEARNING OBJECTIVE No. 4.................................................................... 116
SECTION VI. - SUMMARY ....................................................................................................................... 140
E. ENABLING LEARNING OBJECTIVE No. 5.................................................................... 141
SECTION VII. - SUMMARY ...................................................................................................................... 162
F. ENABLING LEARNING OBJECTIVE No. 6.................................................................... 163
SECTION VIII. - SUMMARY ..................................................................................................................... 181
G. ENABLING LEARNING OBJECTIVE No. 7.................................................................... 183
SECTION IX. - SUMMARY ....................................................................................................................... 191
H. ENABLING LEARNING OBJECTIVE No. 8.................................................................... 192
APPENDIX A..............................................................................................................................................A-1
APPENDIX B..............................................................................................................................................B-1

2
 SECTION I. -INTRODUCTION

TERMINAL LEARNING OBJECTIVE:

At the completion of this lesson you will:

ACTION: Identify the characteristics of the UH-60 Powerplant System

CONDITIONS: As a UH-60 maintenance test pilot

STANDARD: In accordance with (IAW) TM 1-2840-248-23

SAFETY REQUIREMENTS: Remove all watches, rings and other jewelry before operating, or
maintaining electronic equipment.

RISK ASSESSMENT LEVEL: Low

ENVIRONMENTAL CONSIDERATIONS: There are no environmental concerns for this lesson.

 SECTION II. - PRESENTATION

A. ENABLING LEARNING OBJECTIVE No. 1

ACTION: Use TM 1-2840-248-23 to locate and identify power plant engine components
and systems.

CONDITIONS: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

Frame # 0015 (MENU)

4
 a. Engine Manual

Frame # 0025 (Engine Manual)

(1) As a maintenance test pilot, you must become familiar with the engine
manual (TM 1-2840-248-23).

(2) You must know how to locate and use the areas related to engine
components and systems.

5
Frame # 0030 (Engine Manual MENU)

(3) The information contained in the engine manual can be broken down into
seven major categories: the table of contents, figures, tables,
appendices, glossary, index, and chapters.

(4) Each category addresses pertinent information related to the engine.

6
 (a) Table of Contents

Frame # 0035 (TABLE OF CONTENTS)

1) The table of contents will provide a list of subjects, items,

and/or topics contained in this manual.

2) The listings will include page references with the

associated contents.

7
 (b) Figures

Frame # 0040 (FIGURES)

1) The figures are illustrations used throughout the manual

to better identify a subject or item found in the text.

8
 (c) Tables

Frame # 0045 (TABLES)

1) The tables are illustrations or listed information used

throughout the manual to better identify or explain a
subject or item found in the text.

9
 (d) Appendices

Frame # 0050 (APPENDICES)

1) Appendices are located near the back of the TM and

provide lists of references, maintenance allocation
charts, schematic drawings, illustrations, and other
associated topics.

10
 (e) Glossary

Frame # 0055 (GLOSSARY)

1) The glossary follows the appendices in the TM and

contains definitions of words or terms used in this
manual listed in alphabetical order.

11
 (f) Index

Frame # 0060 (INDEX)

1) Following the glossary, the index is a list of subjects, in

alphabetical order, with the paragraph, figure, table, or
page reference listed.

12
 (g) Chapters

Frame # 0065 (CHAPTERS)

1) The chapters, located throughout the TM, cover the

major topics discussed in the manual.

2) Some of the chapters are broken down farther into

sections.

13
 a) Chapter 1

Frame # 0070 (Sections MENU)

1 Chapter 1 consists of several sections.

2 Section I discusses general information

about the engine.

3 Section II discusses equipment

description and data.

4 Section III discusses repair parts;

special; test, measurement, and test
equipment; and support equipment.

5 Section IV discusses service upon

receipt.

6 Section V discusses preventative

maintenance checks and services.

7 Section VI discusses Troubleshooting

(Engine installed in aircraft).

8 Section VII discusses general

maintenance procedures.

9 Section VIII discusses engine test in

mobile or fixed facilities.

14
 a Section I

Frame # 0075 (SECTION I)

i) Section I provides
general information
about the engine,
references for forms
and records,
maintenance concepts,
Line Replaceable Units
(LRU), asbestos
warning, and a listing of
Flight Safety Critical
Aircraft Parts (FSCAP).

ii) FSCAP is defined as

any part, assembly, or
installation whose
failure, malfunction, or
absence could cause an
uncommon engine
shutdown, and/or
catastrophic engine
failure resulting in loss
or serious damage to an
aircraft and/or serious
injury or death to the
crew.

15
 b Section II

Frame # 0080 (SECTION II)

i) Section II provides
information about the
engine system
operation.

ii) Also included in this

section are tables for
the Digital Electronic
Control (DEC) codes,
anti-icing bleed and
start valves, and
equipment data.

16
 c Section III

Frame # 0085 (Select SECTION III)

i) Section III contains two

tables; special tools and
support equipment, and
Test, Measurement,
and Diagnostic
Equipment (TMDE).

17
 d Section IV

Frame # 0090 (SECTION IV)

i) Section IV provides
instruction to remove an
engine from the
shipping container or
maintenance stand, and
how to install an engine
in a shipping container
or a maintenance stand
using the engine sling.

18
 e Section V

Frame # 0095 (SECTION V)

i) Section V discusses the

10 Hour/14 Day
Inspection
Requirements, Periodic
Inspection
Requirements (250/500
Flight Hour Inspection),
retirement intervals for
life-limited parts
(FSCAP), and the
correction of History
Recorder or History
Counter readings.

19
 f Section VI

Frame # 0100 (SECTION VI)

NOTE: Two basic things have been assumed in these procedures: The correct operating procedures
have been followed. The fault is caused by a single failure.

i) Section VI provides an
outline of procedures to
follow when
troubleshooting, a
symptom index, low
engine performance
and Turbine Gas
Temperature (TGT)
margins out-of limits
procedures.

20
 g Section VII

Frame # 0105 (SECTION VII)

i) In this section, general

maintenance
procedures for the
engine are discussed.

ii) Operational Checks

iii) Checkout Procedures

for New and Reinstalled
Engines

iv) Engine Checks

Required Following
Replacement of Parts

v) Turbine Gas
Temperature Limiter
Setting

vi) Maximum Power

Checks

vii) Break-In Run

Requirements

viii) Health Indicator Test

21
 ix) Health Indicator Test
Baseline Check

x) In-Flight Health
Indicator Check

xi) Cleaning for

Performance Recovery

h Section VIII

Frame # 0110 (SECTION VIII)

xii) Section VIII covers

testing of the engine in
a mobile or fixed facility.

xiii) The testing of an engine

in these facilities is the
preferred method,
although the testing of
an engine in the aircraft
is an authorized
alternate method.

22
 CHECK ON LEARNING

1. Where would you find a list of the references used in the development of this TM?

2. In which section of this TM are the Periodic Inspection Requirements located?

3. Which Section and Table lists a part number for a T700 Borescope Kit?

23
 SECTION III. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the Engine Manual topic.
The key points to remember are:
• The TM 1-2840-248-23 is separated into seven major areas: Table of Contents,
Figures, Tables, Appendices, Glossary, Index, and Chapters.
• The Table of Contents
• Figures provide a list of illustrations used throughout the manual that will help
make a component or assembly clear.
• Tables provide listed information and illustrations to better identify or explain a
subject or item.
• References, Maintenance Allocation Charts, Schematics, and Illustrations are
listed in the Appendices.
• The Glossary provides Definitions of Words and Terms, listed in alphabetical
order, used throughout the TM.
• A list of all subjects covered in this TM, in alphabetical order, is found in the
Index. Provided with the subjects are the paragraph, figure, table, or page
number.
• The Chapters cover all of the major topics.
• Listed under some Chapters are Sections. Sections provide an additional
subtopic breakdown found in the Chapter.
• General information concerning the engine is found in Section I.
• In Section II, an equipment description and data about the engine are found.
• The RPSTL is listed in Section III.
• Section IV addresses the process required for accepting an engine, Service
Upon Receipt.
• Scheduled inspections, 10 hour/14 day, 250 hour, and 500 hour, are addressed
in Section V.
• A Symptom Index, Low Engine Performance, and TGT Limits are covered in
Section VI, Troubleshooting.
• Section VII, General Maintenance, provides information and procedures for the
HIT Check, HIT Baseline, and Maximum Power Check.
• The steps required for the engine setup and testing in a Mobile or Fixed Facility
are addressed in Section VIII.

24
B. ENABLING LEARNING OBJECTIVE No. 2

ACTION: Identify the function of the major components of the powerplant system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. T700 Field Maintenance Tool Utilization

Frame # 0136 (T700 Field Maintenance Tool Utilization)

(1) The T700 Field Maintenance Tool Utilization chart shows the common
hand tools required to perform the associated maintenance listed on the
left hand side of the chart.

25
 b. Engine Modules

Frame # 0140 (Engine Modules)

(1) The engine is comprised of four modules: the accessory section module,
cold section module, hot section module, and the power turbine module.

26
 c. Engine orientation

Frame # 0145 (Engine Orientation)

(1) The engine is referenced from the rear (aft) looking towards the front
(forward).

27
 d. Major Engine Components

Frame # 0150 (Major Engine Components FLASH)

(1) Under the modular maintenance concept, the T700 series turboshaft
engines are divided into four modules:

(a) Accessory Section Module (Accessory Gearbox)

(b) Cold Section Module (Compressor Section)

(c) Hot Section Module (Combustion Section)

(d) Power Turbine Module (Power Turbine)

(2) The engine can be disassembled into the four modules.

28
Frame # 0150 (Major Engine Components FLASH)

(3) The four modules consist of several major components.

(4) The T700 engine major components consists of the swirl frame, front
frame, main frame and scroll case which comprise the inlet section of the
engine; a vertically split compressor stator casing which provides a
housing for the variable and fixed stator vanes, a 6-stage (5 stages axial,
1 centrifugal) compressor rotor; the diffuser case, diffuser and
mainframe.

(5) The components are part of the cold section module.

(6) The accessory gearbox is top mounted to the main frame and, together
with the various accessories mounted on the forward and aft casings, is
the accessory section module.

29
Frame # 0150 (Major Engine Components )

(7) The combustion liner and stage one turbine nozzle is housed in the
midframe, which also provides a mounting provision for the gas
generator turbine stator.

(8) The combustion liner, stage one turbine nozzle, gas generator turbine
stator, and rotor comprise the hot section module.

(9) A two-stage power turbine rotor is housed in the power turbine casing,
which also contains the No. 3 and No. 4 power turbine nozzles.

(10) The exhaust frame is bolted to the power turbine casing.

(11) The power turbine rotor, casing and exhaust frame comprise the power
turbine module.

30
 (a) Main Bearings and Shafts

Frame #0155 (Main Bearings and Shafts)

1) The engine rotor systems are supported by six main

bearings located in three bearing sumps, A, B, and C.

2) All roller bearings contain spring cage roller supports

which aid in keeping the bearing centered and also
dampens vibration.

3) The No. 1 and No. 2 bearings support the output shaft.

4) The No. 3 bearing is located on the forward end of the

compressor, and together with the No. 4 bearing, located
between the compressor and turbine, support the gas
generator rotor.

5) The No. 5 and No. 6 bearings provide support for the

power turbine rotor.

6) A spline is provided in the output shaft, which supports

the forward end of the power turbine drive shaft.

31
7) The bearing sumps are identified from front to aft of the
engine and contain the following bearings:

a) A-sump - No. 1, 2, and 3 bearings

b) B-sump - No. 4 bearing

c) C-sump - No. 5 and 6 bearings.

1 No. 1, Ball (duplex) thrust (5-piece),

Absorbs radial and axial loads – output
shaft.

2 No. 2, Roller (2-piece), Absorbs radial

loads – output shaft.

3 No. 3, Ball (4-piece) thrust, Absorbs

radial and axial loads – gas generator
rotor.

4 No. 4, Roller (2-piece), Absorbs radial

loads – gas generator rotor.

5 No. 5, Roller (2-piece), Absorbs radial

loads – power turbine rotor.

6 No. 6, Ball (4-piece) thrust, Absorbs

radial and axial loads – power turbine
rotor.

32
 8) Carbon and Labyrinth Seals

Frame #0156 (CARBON AND LABYRINTH SEALS)

a) Seal pressurization limits oil loss from the sumps

by controlling the airflow into them.

b) Pressurization also keeps hot gases, dust, and

moisture out of the sumps by providing a high-
pressure air barrier to the inward airflow.

c) Air for pressurizing the A and B sump seals is

bled from Stage 4 on the compressor rotor.

d) Bleed air enters the rotor through curvic coupling

teeth aft of the Stage 4 rotor blades.

e) Once inside the rotor, the flow divides, flowing

both forward and aft.

f) Air flows forward in the compressor rotor to the

A sump aft labyrinth seals and enters the space
between the seals through holes in the Stage 1
blade-disk.

g) A small amount of air from this space

pressurizes the No. 1 carbon seal and the oil
mist nozzle.

33
 h) Some air enters the A sump through the No. 1
carbon seal, and some returns to the
compressor inlet through the No. 3 labyrinth
seal.

(b) Cold Section Module

Frame # 0160 (Cold Section Module)

1) The cold section module includes the inlet section,

comprised of the swirl frame, main frame, output shaft
(internal), front frame (internal), and scroll case, as well
as the compressor section and the diffuser and
midframe casing assembly.

34
 a) Inlet Section

Frame # 0165 (Inlet Section FLASH)

35
Frame # 0165 (Inlet Section FLASH)

1 The inlet section includes the

components forward of the compressor.

2 The components are the swirl frame,

main frame, output shaft, front frame,
and scroll case.

3 These, together with the inlet duct and

blower, make up the engine inlet particle
separator.

4 Air enters the separator through the

swirl frame.

5 Swirl vanes direct the air into a rotating

or swirling pattern to separate sand,
dust and other foreign objects by
centrifugal action.

6 These particles are carried to the outer

section of the main frame, through a
series of scroll vanes and into the scroll
case.

7 The particles are sucked from the scroll

case by the blower and are blown out
through an airframe supplied overboard
duct.

36
 8 Air that remains after particle separation
is carried to the front frame deswirl
vanes, straightened and directed to the
compressor inlet.

a Swirl Frame

Frame # 0170 (Swirl Frame)

i) The swirl frame is a

stainless-steel
fabricated structure
which is bolted to the
forward face of the main
frame.

37
Frame # 0170 (Swirl Frame)

ii) The swirl frame has 12

fixed swirl vanes which
impart rotation to the
airflow to effect particle
separation.

iii) The swirl vanes are

hollow to permit
passage of hot air for
anti-icing purposes.

iv) The engine wash

manifold (internal) is an
integral part of the swirl
frame. It has a series of
jets aimed at the
compressor inlet area.

v) The wash manifold

fitting is located at the 7
o'clock position on the
swirl frame.

38
 vi) The inner hub of the
swirl frame supports the
output shaft assembly
and contains a bolt
circle for
engine/airframe
interface.

vii) The outer shell contains

integral tubing that
facilitates oil supply and
oil scavenge for the A-
sump area as well as a
drain located at the 6
o'clock position.

b Main Frame

Frame # 0175 (Main Frame)

i) The main frame is a one

piece, aluminum
casting, with seven
integrally cast scroll
vanes.

39
 ii) Internally cored
passages within the
main frame provide for
the flow of oil to and
from the A-sump area
and the accessory
gearbox.

Frame # 0175 (Main Frame)

iii) The inner bore of the

main frame houses the
front frame and forms
the outer surface of the
compressor inlet flow
path.

iv) The accessory gearbox

supports are located on
the main frame.

40
Frame # 0175 (MAIN FRAME)

v) The aft hub of the main

frame is used to mount
and support 18 Inlet
Guide Vanes (IGVs).

vi) Lever arms are fitted to

the IGV spindles and to
an actuating ring.

vii) The inlet guide vanes

are anti-iced by
compressor bleed air.

viii) The main frame houses

the oil tank and oil level
indicators, and provides
three mounting pads
which can be utilized as
engine mounting points
or to facilitate ground
handling equipment.

41
 ix) A port, located at the
1:30 o’clock position,
accommodates the
radial drive shaft utilized
to drive the accessory
drive gearbox, which
mounts to the top of the
main frame.

x) Hot oil from the bearing

sump areas, provides
for the anti-icing of the
main frame by its flow
through each of the
hollow scroll vanes prior
to its entry into the oil
tank.

xi) The scroll vanes also

act as an air/oil cooler
to supplement the
engine fuel/oil cooler
mounted on the
accessory drive
gearbox.

xii) A borescope port

permits inspection of
the stage 1 compressor
rotor blades.

42
 c Output Shaft

Frame # 0180 (Output Shaft)

i) The output shaft

assembly is housed in
the front frame.

43
Frame # 0181 (Output Shaft FLASH)

ii) The output shaft

assembly provides a
mounting surface for the
No. 1 and No. 2 main
bearing and supplies
power through shafting
to the helicopter
transmission.

iii) The output shaft

connects to the power
turbine drive assembly
by a working splined
joint.

iv) Removal of the output

shaft is not necessary to
facilitate removal of the
power turbine module.

v) A pressurized, tandem-
type carbon seal is
attached on the bearing
housing.

vi) It provides the forward

seal to the "A" sump.

44
Frame # 0181 (Output Shaft FLASH

Frame # 0181 (Output Shaft FLASH

45
Frame # 0181 (Output Shaft FLASH

46
 d Front Frame

Frame # 0185 (Front Frame)

i) The front frame is

enclosed within the
main frame.

ii) It is an aluminum
casting, incorporating
the 18 deswirl vanes of
the particle separator.

47
Frame # 0185 (Front Frame)

iii) The front frame inner

bore houses the output
shaft assembly
(internal).

iv) The aft inner bore of the

front frame houses the
bearing support
(internal) for the number
three bearing.

v) The Power Takeoff

(PTO) is mounted inside
the front frame at the
1:30 o'clock point.

vi) It consists of a bevel

gear with a duplex ball
bearing. The PTO
drives the accessory
module through a radial
drive shaft, which
extends through the
front frame and main
frame 1:30 o'clock
vanes.

48
 vii) The outer flange of the
front frame is rabbeted
to facilitate assembly of
the swirl frame (forward)
and the main frame
(rear).

viii) Transfer tubes between

the front frame and swirl
frame allow oil to be
supplied to and
scavenged from the A-
sump bearings and
gears.

e Scroll Case

Frame # 0190 (Scroll Case)

i) The collection scroll

case, which is a
fiberglass shell,
attaches to the aft
flanges of the main
frame.

49
Frame # 0190 (Scroll Case)

ii) The scroll case provides

the flow path for
scavenging of foreign
particles via the engine-
driven blower of the
accessory module.

iii) An opening at 6 o'clock

provides cooling for the
electrical control unit.

iv) The scroll case also

contains a holster,
which accommodates
the T2 sensor of the
hydromechanical unit.

50
 f Compressor Section

Frame # 0191 (Compressor Section)

i) The compressor section

consists of two
assemblies: the
compressor rotor and
the compressor stator

51
Frame # 0205 (Compressor Section)

ii) The compressor rotor is

comprised of five axial
stages and one
centrifugal stage.

iii) The compressor stator

contains split casings,
two stages of variable
vanes, and three stages
of fixed vanes (internal).

iv) The diffuser case, which

is bolted to the aft
flange of the stator
case, provides a
housing for the
centrifugal stage of the
compressor.

v) The maximum steady-

state speed of the
compressor is 44,700
rpm.

52
Frame # 0210 (Compressor Rotor Assembly FLASH)

vi) The rotor assembly is

composed of four
forged and machined
blade disks (combined
disk and airfoils), a
centrifugal impeller, a
spacer ring, a bleed air
vortex spoiler, and the
compressor tie rod.

vii) Curvic coupling teeth

are combined into
mating parts, and are
sealed at the assembly
with polyamide rings.

viii) The front shaft and the

stage one blade disk
are machined as one
piece.

ix) A bearing journal on the

shaft mounts the
number three bearing
inner race, No. 3
labyrinth seal, and
accessory drive bevel
gear, all secured on the
shaft by a locknut.

53
 x) The number three
bearing is a ball
bearing, which absorbs
the axial load of the
rotor.

Frame # 0210 (Compressor Rotor Assembly FLASH)

xi) A spacer is rabbetted

between the flange
diameters of the stage
one and two blade
disks.

xii) The vortex spoiler

located at stage four,
bleeds seal pressurizing
air into the rotor interior.

xiii) The tie rod is used as a

drawbar to stack and
unite the rotor
assembly; the front end
threads into the stage
one blade disk, and a
nut on the aft end
clamps against the
centrifugal impeller.

54
 xiv) The rear shaft is bolted
to the centrifugal
impeller.

xv) This shaft carries the

compressor discharge
(rotating) seal, and is
splined to accept the
gas generator turbine
forward shaft, which
mounts the number four
bearing.

xvi) The number four

bearing is a roller
bearing carrying only
radial load.

xvii) It supports the aft end of

the compressor rotor,
and the gas generator
turbine.

xviii) The impeller shroud,

part of the stator
assembly, is assembled
to the rotor during rotor
buildup.

xix) It becomes trapped

between the impeller
and the blade disks.

55
Frame # 0215 (Compressor Stator Assembly FLASH)

xx) The compressor casing,

containing the stator
vanes, is split and
flanged along a vertical
plane through the
engine axis.

xxi) The casing is titanium

56
Frame # 0215 (Compressor Stator Assembly FLASH)

xxii) The first and second

stages are variable
stator vanes similar to
the inlet guide vanes

xxiii) Stages 3, 4, and 5 are

fixed vanes, made up of
airfoils mounted in ring
or band segments.

xxiv) The 90-degree vane

segments are
assembled into T-slots
in the casing, and
secured against rotation
by keys in the casing
split lines.

57
 g Diffuser and Midframe
Assembly

Frame # 0216 (Diffuser and Midframe Assembly)

i) The diffuser and

midframe casing
assembly is a matched
assembly that includes
the diffuser, diffuser
case, and midframe
assembly.

58
Frame # 0220 (Diffuser and Midframe Assembly FLASH)

ii) The diffuser reduces the

speed of the centrifugal
impeller airflow, causing
the air pressure to
increase.

iii) The pressurized air is

directed to the diffuser
case.

iv) The diffuser case

mounts on the rear
flange of the
compressor casing.

v) It directs air to the

combustion chamber.

vi) A port at the 6 o'clock

position on the diffuser
case serves as a drain
for the combustion
chamber.

vii) The midframe assembly

houses the combustion
liner and contains the B
sump (No. 4 bearing).

59
Frame # 0220 (Diffuser and Midframe Assembly FLASH)

viii) Ports are provided for

attaching twelve fuel
injectors, two igniter
plugs, and four service
tubes.

ix) Access is obtained for

borescoping the
combustion liner, fuel
injectors and stage one
nozzle assembly,
through igniter plug
ports at the 4 and 8
o'clock positions.

x) The B-sump is
supported by three
struts (internal), and a
fitting at the 1 o'clock
position (oil inlet tube)
that admits oil to the B-
sump via the 1 o'clock
strut.

60
 xi) The 5 o'clock strut
(internal) contains the
B-sump seal drain, and
Compressor Discharge
Leakage Pressure
(CDLP) air, which is
ducted to the turbine
case for shroud cooling.

xii) The strut at 9 o'clock

contains a tube
(internal) for scavenging
oil out of the B-sump.

xiii) A port at the 11 o'clock

position provides
compressor discharge
air (P3) to the
Hydromechanical Unit
HMU.

61
 (c) Hot Section Module

Frame # 0221 (Hot Section Module)

1) The hot section module consists of the following

components:

a) The combustion liner

b) The stage one nozzle assembly

c) The stages one and two gas generator turbine

rotor

d) The gas generator stator

62
Frame # 0225 (Hot Section Module FLASH)

e) This is the hot section module assembly.

63
Frame # 0225 (Hot Section Module FLASH)

f) The gas generator turbine consists of the gas

generator stator assembly and a two-stage air
cooled turbine rotor assembly.

g) The combustion liner is a ring type combustor

cooled with secondary airflow from the diffuser
case.

h) The stage one nozzle contains 12 air cooled

nozzle segments and directs gas flow to the gas
generator turbine.

64
 1 Combustion Liner

Frame # 0231 (Combustion Liner)

a The combustion liner is an

annular, machined and welded
ring liner, that uses a low
pressure fuel injection system
with vortex air swirlers to mix
fuel and compressor discharge
air prior to combustion.

b The 12 fuel injectors are

mounted in the midframe.

c Each one preswirls the fuel

before it is introduced to the
combustion liner.

d Each fuel injector inserts into

the center of an air swirler in the
dome of the liner.

e Fuel leaving the injectors is

surrounded by a concentric air
vortex pattern, and thus fuel
particles are broken down to
extremely small size prior to
reaching the combustion zone.

65
 f This excellent fuel-air mixing
ensures a low smoke level in
the exhaust.

g For engine starting, two spark

igniters are incorporated.

h The igniters are energized by

the electrical system and are
controlled by an airframe
supplied switch.

i The combustor may be removed

for repair or replacement, along
with the rest of the hot section
module, without removal of the
fuel injectors.

2 Stage 1 Turbine Nozzle

Frame # 0235 (Stage 1 Turbine Nozzle)

66
Frame # 0236 (Stage 1 Nozzle Components FLASH)

a The stage one nozzle directs

gas flow from the combustor
discharge to the stage one and
two gas generator turbine rotor
and gas generator stator.

67
Frame # 0236 (Stage 1 Nozzle Components FLASH)

b The stage one nozzle consists

of 24 air-cooled vanes cast in
pairs (segments).

c These 12 segments are

assembled to the inner support.

d The segmented design also

permits individual replacement
of nozzle segments for
overhaul.

e The nozzle also contains the

combustor outer seal, nozzle
support, heat shield, and the
nozzle ring.

f This nozzle can be removed as

a complete assembly, to give
unobstructed access to the
combustion liner for routine
maintenance.

68
Frame # 0238 (Stage 1 Turbine Nozzle Cooling)

g As the stage one turbine nozzle

rotates, air enters the nozzle
segments and is forced over
and around the airfoil through
the leading edge showerhead,
suction side gill holes, pressure
side gill holes, and the trailing
edge slots.

69
 3 Stage 1 and Stage 2 Turbine Rotors

Frame # 0240 (Stage 1 and Stage 2 Turbine Rotors)

70
Frame # 0241 (Stage 1 and Stage 2 Turbine Rotors)

a The gas generator turbine

drives the compressor and
AGB.

b It is a two-stage air cooled, high

performance axial design of
simple, rugged construction.

c Stage 1 and stage 2 turbine

rotors are assembled to the gas
generator turbine shaft (part of
the cold section module) by
means of five long tiebolts which
are captive in the shaft.

d Concentricity is achieved by
precision curvic coupling teeth
on the shaft and each disk
assembly.

71
 4 Gas Generator Turbine Rotor
Components

Frame # 0243 (Gas Generator Turbine Rotor Components FLASH)

a Stages one and two of the gas

generator turbine rotor are both
air-cooled.

72
Frame # 0243 (Gas Generator Turbine Rotor Components FLASH)

b The first stage of the gas

generator turbine rotor consists
of a turbine disk, 34 cast air-
cooled blades and dampers,
forward and aft cooling plates,
and retaining rings for the stage
one disk.

c There is a curvic coupling seal

and a seal ring between the
stages.

d The second-stage consists of a

turbine disk, 38 cast air-cooled
blades and dampers, forward
and aft cooling plates, and
retaining rings for the stage two
disk.

73
 5 T700 Turbine Blade Cooling

Frame # 0245 (T700 Turbine Blade Cooling FLASH)

a The stage one nozzle leading

edge is convection and film
cooled with the air exiting
through a shower head series of
holes in the leading edge.

b Aft of the leading edge, film

cooling air exits through convex
and concave side gill holes and
trailing edge slots.

c The stage one blades also use

trailing edge holes for cooling.

d Cooling air for the stage two

nozzle is bled from the
centrifugal impeller exit and
piped back through the
midframe to enter the stage two
nozzle.

e It cools by internal convection,

exiting both by trailing edge
holes and by inner band holes,
where it cools the interstage
seal.

74
 f The turbine blades are
convection cooled through radial
holes in the dovetail.

g Air exits through tip holes.

6 T701 Turbine Blade Cooling

Frame # 0250 (T701C Turbine Blade Cooling FLASH)

a All first and second stage airfoils

are internally cooled by means
of compressor discharge air.

b The first stage blades are

convection cooled through radial
holes in the dovetail.

c Air passes through these radial

holes and exits out the tip of the
blade.

d The first radial hole contains the

turbulators, which increase the
efficiency of cooling airflow.

e These turbulators are a series of

ribbed fins, which are
manufactured within the first
stage blades and are placed
perpendicular to the leading
edge.

75
 f They provide an increase in
surface area and turbulate the
airflow for a better heat transfer.

g The aft circuit feeds cooling air

directly to the trailing edge
holes.

h A portion of this air flows

forward through a turbulated
serpentine passage.

i It is joined by additional cooling

air at the bottom turnaround and
then exits at the blade tip.

j The second stage turbine blade

has a single circuit, turbulated,
three-pass serpentine cooling
arrangement.

k Most of the cooling air exits

through pressure side trailing
edge film cooling holes.

l The remainder exits through the

tip plenum holes; one at the top
of the first upward pass of the
serpentine and the other at the
top of the third pass (upward).

m These holes provide cooling to

the plenum walls.

n This more efficient cooling

allows for higher engine
operating temperatures.

76
 7 Gas Generator Turbine Stator

Frame # 0253 (Gas Generator Turbine Stator)

77
Frame # 0256 (Gas Generator Turbine Stator)

a The stator assembly includes 13

air cooled stage 2 turbine nozzle
segments of two vanes each,
stage 1 and 2 shrouds, and the
stage 2 inner turbine seal.

b These are all housed by the

stator support, which is in turn
supported by the engine outer
casings.

78
Frame # 0258 (Gas Generator Stator Components FLASH)

c The gas generator stator

houses the stages one and two
gas generator turbine rotor and
the stage two turbine nozzle
segments.

79
Frame # 0258 (Gas Generator Stator Components FLASH)

d The gas generator stator

consists of the stage 1 and
stage 2 turbine shroud supports,
turbine nozzle static seal, a
flexible seal, stage 1 and stage
2 shroud sectors, shroud
retainers, and the nozzle
segments.

80
 8 Hot Section Airflow

Frame # 0260 (Hot Section Airflow FLASH)

a Seal pressurization limits oil loss

from the sumps by controlling
the airflow into them.

b Pressurization also keeps hot

gases, dust, and moisture out of
the sumps by providing a high-
pressure air barrier that keeps
external air from flowing into the
sumps.

c Clean air for pressurizing the A-

and B- sump seals is bled from
stage 4 on the compressor
rotor.

d Bleed air enters the rotor

through curves coupling teeth
aft of the stage 4 rotor blades.

e As the air enters the rotor the

flow divides.

81
 f Some air flows forward through
the rotor and some flows aft
through the rotor.

g The air that goes forward goes

to the A-sump aft labyrinth
seals.

h The air enters the space

between the seals through holes
in the stage 1 blade disk.

i A small amount of air from this

space pressurizes the No. 1
carbon seal and oil mist nozzle.

j The air enters the forward space

between the seals through holes
in the compressor rear shaft.

k The air then flows to the aft

space between the seals
through an internal passage.

l A small amount of air flows into

the B-sump to prevent oil loss.

m The remaining air cools the

sump and keeps hot air from
entering it.

n Air leaks out of the forward

space between the seals to join
compressor discharge air seal
leakage air.

o This air flows out through the

strut at the 5'clock position on
the midframe and then aft to the
turbine case and cools the stage
4 shrouds.

p Stage 4 bleed air also

pressurizes the No. 5 carbon
seal and the power turbine
balance piston seal in the C-
sump.

q It is piped externally from the 5

o'clock position on the
compressor stator to the 4:30
position on the exhaust frame.

82
 (d) Power Turbine Module

Frame # 0261 (Power Turbine Module)

1) The power turbine module includes the following

components:

a) Turbine case

b) Power turbine rotor assembly

c) Power turbine drive shaft assembly

d) Exhaust frame

e) C-sump housing.

83
 1 Power Turbine Rotor

Frame # 0265 (Power Turbine Module)

a The power turbine module is

comprised of the power turbine
rotor, power turbine drive shaft,
power turbine case, which
contains the No. 3 and No. 4
nozzles, and the exhaust frame.

b It is a self-contained, two-stage,
uncoiled, tip shrouded design.

84
 2 Power Turbine Rotor and Drive Shaft
Components.

Frame # 0270 (Power Turbine Rotor and Drive Shaft Components)

a The power turbine rotor

assembly consists of the third
and fourth stage disks, mounted
on a drive shaft system, that is
supported by the number 5 and
6 bearings at the rear, and by
the output shaft assembly at the
forward end.

b Each disk incorporates shaft

and seal features as an integral
part of the disk, thus reducing
the number of parts to a
minimum and simplifying rotor
assembly and maintainability.

c The disks are secured to the

drive shaft by a single rabbetted
flange.

85
 d The stage 3 and 4 disks have
tip-shrouded blades attached to
the disk through conventional
dovetails and retained axially by
blade retainers (locking strips)
inserted under the blade
dovetail and bent against the
disks.

e A stator ring is utilized to

increase containment margin
over the stage 4 rotor.

3 Drive Shaft Assembly

Frame # 0275 (Drive Shaft Assembly)

a The power turbine drive shaft is

a hollow unit, splined at the
forward end to couple with the
output shaft, and flanged close
to the rear to accept the power
turbine rotor disks.

b Assembled within the drive shaft

and pinned at the forward end,
is the torque reference shaft.

86
 c Machined on the aft end of both
shafts are torque measurement
teeth, two on each shaft and
under a no-load condition, are
approximately 90 degrees from
one another.

d Torque loading on the drive

shaft causes the drive shaft to
twist.

e The reference shaft, since its

only connection to the drive
shaft is a pin at the forward end,
will not twist.

f As torque loading increases, the

teeth on the drive shaft will, in
two planes, draw closer to the
teeth on the reference shaft,
thus creating a basis to
measure engine torque.

g Sensors, installed in the exhaust

frame, contain a magnet and
wire coil, which will produce an
electrical pulse each time a
drive shaft or reference shaft
tooth passes by.

h The sensors transmit the pulses

to the Electronic Control Unit
(ECU) or Digital Electronic
Control Unit (DECU).

87
 4 Power Turbine Stator Components

Frame # 0280 (Power Turbine Stator Components FLASH)

a The one-piece cast power

turbine case provides a housing
for the power turbine rotor and
the stage 3 and 4 nozzle
assemblies.

88
Frame # 0280 (Power Turbine Stator Components FLASH)

b The stage 3 nozzle is a one-

piece nozzle/duct assembly.

c The stage 4 nozzle is a one-

piece casting sandwiched
between the rotor stages.

d The blade tip shrouds are also

housed in the casing, four 90
degree sectors per stage.

e The shrouds are of open

honeycomb construction.

f The one-piece cast casing also

supports the thermocouple
assembly.

g A two-piece cooling shroud is

bolted external to the cast
casing, which cools the casing
skin using nacelle air, which is
ejected into the main gas
stream.

h Radiation shields and insulation

provide for cooler casing
operation.

89
 5 Exhaust Frame Components

Frame # 0281 (Exhaust Frame Components)

a The exhaust frame supports the

C-sump housing.

90
Frame # 0285 (Exhaust Frame Components FLASH)

b The cast exhaust frame

contains the C-sump and bolts
to the aft flange of the power
turbine case.

91
Frame # 0285 (Exhaust Frame Components FLASH)

c Four struts support the C-sump

and provide housings for oil and
scavenge lines, and the torque
and overspeed sensors.

d The exhaust frame also houses

the No. 5 carbon seal.

e The C-sump contains the oil

jets, retaining ring, No. 5
bearing, damper piston rings,
the bearing support, No. 6
bearing, C-sump cover, and the
heat shield.

92
 6 Power Turbine Airflow

Frame # 0290 (Power Turbine Airflow)

a Diffuser discharge air cools the

stage 1 nozzle and shrouds.

b Stage 2 nozzle and segments

are cooled with compressor
impeller tip bleed air, routed
through three internal tubes in
the midframe casing.

c Cooling plates on the gas

generator turbine rotor
assembly direct cooling air
through the rotor blades.

d Inner balance piston leakage air

flows under the turbine disks.

e This air cools and dilutes hot

gas from the turbine flow path.

f The air re-enters the flow path

through the baffle seal at the
stage three turbine inlet.

93
 g Stage four shrouds are cooled
by compressor discharge seal
leakage air piped externally
from the midframe.

(e) Accessory Section Module

Frame # 0291 (Accessory Section Module)

1) The accessory module mounts on the cold section

module at the 12 o’clock position of the main frame.

2) It includes the Accessory Gearbox (AGB) that is driven

by a bevel gear system from the compressor rotor via a
radial drive shaft.

3) Several accessories are contained in or mounted on the

front and rear of the AGB.

94
 a) Accessory Section Module (Front)

Frame # 0295 (Accessory Section Module Front)

1 On the front face are pads for the

alternator and fuel boost pump.

2 A cavity is provided for the lube and

scavenge pump, and chip detector.

3 Pads are supplied for the oil cooler, and

fuel and lube filters.

4 Cored passages in the AGB housing

convey fuel and oil between
components.

95
 b) Accessory Section Module (Rear)

Frame # 0300 (Accessory Section Module Rear)

1 The rear face provides drive pads for

the engine starter, hydromechanical
unit, inlet particle separator blower and
a face ported pad for the overspeed and
drain valve.

96
 a Particle Separator Blower

Frame # 0305 (Particle Separator Blower)

i) The particle separator

blower removes sand,
dust, and other foreign
material from the engine
inlet air.

ii) Engine inlet air passes

through the swirl vanes,
spinning the air and
throwing dirt out by
inertial action into the
collector scroll.

iii) The foreign material is

drawn into the blower
and discharged
overboard around the
engine exhaust duct.

97
 b Inlet Particle Separator Airflow

Frame # 0301 (Inlet Particle Separator Airflow FLASH)

i) The inlet particle

separator removes
particles from the inlet
air flow.

ii) The inlet air is drawn

into the swirl frame and
the swirl vanes direct
the air into a swirling
pattern.

iii) Centrifugal action then

removes dust, sand,
and foreign objects.

iv) The foreign objects are

carried to the outer
section of the main
frame and collected in
the scroll case.

v) The inlet particle

separator blower draws
the objects from the
scroll case and
discharges them
overboard.

98
 c Starter Drive Train

Frame # 0302 (Starter Drive Train)

i) The PTO assembly

drives the radial drive
shaft, which through
drive train gearing,
drives the accessory
gearbox.

ii) The starter assembly is

mounted to the
accessory gearbox.

99
 e. Borescope Inspections (Right Side View)

Frame # 0310 (Borescope Inspections (Right Side View)

(1) Several borescope ports have been provided for borescope probe
access so engine parts may be inspected for damage or condition
without disassembly of the engine, or removal of the engine from the
aircraft.

(2) Port locations on the right side of the engine are as follows:

(a) Midframe casing, 12:30 o'clock position (combustion section)

(b) Main frame, 1 o'clock position (compressor forward)

(c) Compressor casing, 4 o'clock position (compressor aft)

(d) Igniter port, 4 o'clock position (combustion section)

100
 1) Borescope Inspection (Left Side)

Frame # 0315 (Borescope Inspection (Left Side View)

a) Port locations on the left side of the engine are

as follows:

1 Igniter port, 8 o'clock position

(combustion section)

2 Compressor casing, and 8 o'clock

position (compressor aft).

101
 2) Borescope Inspection Compressor Forward

Frame # 0320 (Borescope Inspection Compressor Forward)

a) This view illustrates the borescope inserted into

the mainframe borescope port at the 1 o'clock
position, inspecting the forward side of the
compressor.

102
 3) Borescope Inspection Compressor AFT

Frame # 0325 (Borescope Inspection Compressor AFT)

a) This view illustrates the borescope inserted into

the compressor casing borescope port at the 4
o'clock position, inspecting the aft side of the
compressor.

103
 4) Borescope Inspection Combustor

Frame # 0330 (Borescope Inspection Combustor)

a) This view illustrates the borescope inserted into

the igniter borescope port at the 4 o'clock
position, inspecting the combustion section.

104
 CHECK ON LEARNING

1. The T701C engine consists of what four modules?

2. Where is the output shaft assembly housed?

3. The number three bearing is a ball bearing, which absorbs the ________ load of
the rotor.

4. The cast exhaust frame contains the ________ and bolts to the aft flange of the
power turbine case.

5. There are ________ stages of axial compression in the T701C engine.

105
 SECTION IV. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Powerplant major components topic.
The key points to remember are:
• Basic Engine - the T700 engine design has been directed at minimizing required
inspections and maintenance without sacrificing mechanical integrity and
performance.
• The maintenance tasks of the LRU removal/installation can be accomplished
using only 10 common tools.
• The T700 engine consists of four modules:
- Cold section module
- Hot section module
- Power turbine module
- Accessory section module
• Engine orientation - the engine is referenced from the rear (aft) looking towards
the front (forward).
• Major engine components - the engine can be disassembled into four modules
and the four modules consist of several major engine components.
• Main bearings and shafts - the engine rotor systems are supported by six main
bearings located in three bearing sumps.
• Accessory section module is mounted at the 12:00 o'clock position on the
mainframe and includes the Accessory Gearbox (AGB) and several accessories
that are contained in or mounted on the front and rear casings of the AGB.
• Cold section module includes the inlet section, compressor section, and diffuser
and midframe casing assembly.
- The inlet section consists of the: swirl frame, main frame, output shaft,
front frame, and scroll case.
- The compressor section consists of the: compressor rotor assembly and
compressor stator assembly.
- The diffuser and midframe casing assembly consists of the: diffuser,
diffuser case, and midframe assembly.
• Hot section module includes the gas generator turbine, stage one nozzle
assembly, and combustion liner.
- The gas generator turbine consists of the: gas generator stator assembly
and a two-stage turbine rotor assembly.
- The stage one nozzle assembly consists of: 12 segments, combustor
outer seal, nozzle support, heat shield, and nozzle ring.
- As the stage one nozzle rotates, air enters the nozzle segments and is
forced over and around the airfoil through the leading edge showerhead,
suction side gills, pressure side gill holes, and the trailing edge slots.
- The combustion liner is an annular, machined and welded ring liner,
using a low pressure fuel injection system with vortex air swirlers to mix
fuel and compressor discharge air prior to combustion.

106
• Power Turbine Module includes the power turbine rotor, power turbine drive
shaft, power turbine case and exhaust frame.
- The power turbine rotor consists of the third and fourth stage disks,
mounted on a drive shaft system, supported by the number 5 and 6
bearings at the rear, and by the output shaft assembly at the forward
end.
- The power turbine shaft is a hollow unit, splined at the forward end to
couple with the output shaft, and flanged close to the rear to accept the
power turbine rotor disks.
- The one-piece cast power turbine case provides a housing for the power
turbine rotor and stage three and four nozzle assemblies.
- The cast exhaust frame contains the C-sump and bolts to the aft flange
of the power turbine case.
• The particle separator blower removes sand, dust, and other foreign material
from the engine inlet air.
• The Power Takeoff (PTO) assembly drives the radial drive shaft, which through
drive train gearing, drives the accessory gearbox.
• Several boroscope ports have been provided for borescope probe access so
engine parts may be inspected for damage or condition without disassembly of
the engine, or removal of the engine from the aircraft.

107
C. ENABLING LEARNING OBJECTIVE No. 3

ACTION: Identify the characteristics off the variable geometry and anti-icing system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. Actuation System

Frame # 0380 (Compressor Variable Geometry Actuation System)

(1) The variable geometry actuation system of the T700 high performance
compressor permits optimum performance over a wide range of
operating conditions.

(2) Use of variable stator vane angles facilitates rapid stall-free accelerations
and optimizes fuel consumption at partial power conditions.

(3) The variable geometry components include the stage 1 and stage 2
variable vanes of the compressor casing, inlet guide vanes (IGV's) in the
main frame, lever arms attached to the individual vanes, and three
actuating rings (one for each stage).

(4) The three actuating rings, levers, and vanes are actuated and
synchronized by the crankshaft assembly, which is positioned by an
actuator within the hydromechanical unit (HMU).

108
 (5) This actuator is in turn, positioned by a servo system with feedback,
which responds to compressor or gas generator speed (Ng), compressor
inlet temperature (T2) and physical position of the variable geometry
actuator.

(a) Anti-Icing Airflow

Frame # 0385 (Anti-icing Airflow FLASH)

1) Axial compressor discharge air (stage 5) is tapped from

the compressor casing at the 7 o'clock position, routed
through the anti-icing/start bleed valve, and delivered to
the front frame, main frame, and swirl frame via ducting.

2) Within the swirl frame, hot air is ducted around the

casing to each swirl vane.

3) The air is circulated within each vane by a series of

baffles, then exits from two areas.

4) Approximately 90% of this air exits at the swirl vane

outer trailing edges, and the other 10% exits through a
series of holes in the swirl frame hub at the aft edge.

5) This arrangement acts as a "rain step" to reduce the

amount of water adhering to the hub and flowing into the
compressor.

109
 6) Front frame anti-icing flows through a cored passage in
the main frame to the front frame splitter nose, then exits
to the main frame scroll and is discharged with inlet
particle separator air.

7) Another branch of the anti-icing air duct is utilized to heat

the IGVs.

8) A manifold surrounds the aft flange of the main frame to

distribute hot air to the hollow IGVs.

9) Slots in the trailing edge of the IGVs discharge this flow

into the compressor inlet.

10) Hot scavenge oil passing within the scroll vanes in the
main frame precludes ice build-up on scroll vanes.

(b) Anti-Ice and Start Bleed Valve

Frame # 0389 (Anti-ice and Start Bleed Valve High Power FLASH)

1) The anti-ice bleed and start valve is controlled by a

solenoid operated air valve.

2) At higher power settings, the anti-ice bleed and start

valve functions when the ENG ANTI-ICE switch is ON.

3) During the HIT procedure, cycling of the ENG ANTI-ICE

switch more than once will cause the valve to steal bleed
air from the engine compressor, and create an incorrect
fuel to air mixture for the engine.

110
Frame # 0391 (Anti-ice and Start Bleed Valve Starting and Low Power FLASH)

4) The engine anti-ice bleed and start valve opens during

starting and will remain open at low power settings until
the engine reaches 88 - 92% NG, depending on the
outside air temperature, with the anti-ice OFF.

111
 (c) Anti-Icing Valve and Manifolds

Frame # 0395 (Anti-icing Valve and Manifolds)

1) Anti-icing air is discharged through two ports in the anti-

ice start bleed valve.

2) Air is ducted via external piping and internal passages to

heat the swirl frame vanes and front frame splitter nose.

3) The air discharges from the splitter nose and vanes to

rejoin engine airflow.

4) Air is also piped to a manifold, formed by the mainframe

assembly, where it enters each IGV through holes
provided in the vane spindles.

5) The air flows through the hollow IGVs and discharges

into the engine airflow via trailing edge vane slots.

112
 (d) T2 Sensor Airflow

Frame # 0400 (T2 Sensor Airflow)

1) Engine inlet air from the swirl frame flows through a tube
to the T2 sensor.

2) From the sensor, air flows back into the engine at the
compressor inlet.

113
 CHECK ON LEARNING

1. The three actuating rings, levers and vanes are actuated and ________ by the
crankshaft assembly.

2. Axial compressor discharge air is tapped from the compressor casing at

________ and routed through the anti-icing/start bleed valve.

3. The manifold surrounding the aft flange of the main frame distributes ________
to the hollow IGVs.

114
 SECTION V. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Variable Geometry and Anti-icing System topic.
The key points to remember are:
• The variable geometry system of the T700 high performance compressor
permits optimum performance over a wide range of operating conditions.
• The variable geometry components include the stage 1 and stage 2
variable vanes of the compressor casing, inlet guide vanes (IGVs) in the
main frame, lever arms attached to the individual vanes, and three
actuating rings (one for each stage).
• Axial compressor discharge air (stage 5) is tapped from the compressor
casing at the 7 o'clock position, routed through the anti-icing/start bleed
valve, and delivered to the front frame, main frame, and swirl frame via
ducting.
• Front frame anti-icing air flows through a cored passage in the main
frame to the front frame.
• Anti-icing air is also utilized to heat the inlet guide vanes (IGVs).
• Hot scavenge oil provides anti-icing for the scroll vanes.
• The anti-icing/start bleed valve is controlled by a solenoid operated air
valve. The engine anti-icing/start bleed valve opens during starting and
will remain open at low power settings until the engine reaches 88 - 92%
NG, depending on the outside air temperature, with the anti-ice OFF. At
higher power settings, the anti-ice bleed and start valve functions when
the ENG ANTI-ICE switch is ON.
• Anti-icing air is discharged through two ports in the anti-icing/start bleed
valve. Air is ducted via external piping and internal passages to heat the
swirl frame vanes and front frame splitter nose.
• Engine inlet air from the swirl frame flows through a tube to the T2
sensor. From the sensor, air flows back into the engine at the
compressor inlet.

115
D. ENABLING LEARNING OBJECTIVE No. 4

ACTION: Identify the characteristics of the lubrication and sump sealing system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. Lubrication System

Frame # 0427 (Lubrication System)

(1) The lubrication system in the T700-GE-701C engine distributes oil to all
lubricated parts, and in emergencies, supplies an air-oil mist to the main
shaft bearings in the A and B sumps.

(2) The system is a self-contained, recirculating dry sump system.

116
 (a) Lubrication System Components

Frame # 0430 (Lubrication System Components)

1) The lubrication system consists of the following

components:

a) Lubrication and scavenge pump

b) Scavenge screens

c) Oil cooler

d) Cold oil relief valve

e) Oil cooler relief valve

f) Chip detector

g) Filter bypass sensor switch

h) Oil filter

i) Oil filter bypass valve

117
 1 Oil Filter

Frame # 0435 (Oil Filter)

a The oil filter consists of three

subassemblies; the filter
element, filter bowl and
impending bypass indicator
(button), and the bypass valve
and inlet screen (internal).

118
Frame # 0440 (Oil Filter (Cross Section)

b The oil filter consists of a

stainless steel bowl with an
impending bypass indicator, a
throw away filter element, and a
bypass valve assembly.

c The bowl threads into the

forward side of the accessory
gearbox.

d The bypass valve assembly

threads into the accessory
gearbox and supports the aft
end of the filter element.

e If the impending bypass

indicator button pops, it means
that the filter element is dirty
and that it needs to be replaced.

f Once the button has popped, it

cannot be reset until the bowl
and the filter element has been
removed.

119
 g The oil filter bypass sensor
switch (located next to the filter)
will send a signal to the cockpit
and illuminate the #1 or #2 OIL
FLTR BYPASS indicator to let
the pilot know the filter is in a
bypass condition.

h If the oil is cold during engine

starting, the pressure will be
high, which will cause the oil to
be bypassed.

i A thermal lockout prevents the

button from popping when the
oil temperature is below 100 ºF
(38 ºC).

j The bypass valve assembly

opens when the oil pressure is
too high.

k This means the filter element is

dirty or the oil is still cold.

l The bypass valve will close

when the oil temperature warms
up to operating temperature and
pressure decreases.

120
Frame # 0445 (Oil Filter Bypass Indicator System (Normal Position)

m Differential pressure between

filter inlet and outlet act to move
a piston against a spring at 44
to 60 psi.

n The piston contains a magnet,

which normally attracts a red
button assembly and holds it
seated against its spring.

o When the piston moves, the

button is released and it extends
3/16 inch to visually indicate an
impending bypass condition.

p The button is physically

restrained from tripping by a
cold lockout bimetallic latch if
temperature is less than 100 to
130'F to prevent a false trip
during cold starts.

121
Frame # 0450 (Oil Filter Bypass Indicator Systems (Tripped Position)

q As the button is released, a

small ball also moves out of
position to latch the button and
block reset.

r The internal piston assembly

automatically resets on
shutdown; however, the
indicator remains latched out.

s When the bowl is removed from

the gearbox and the filter
element is removed, a spring-
loaded sleeve around the
indicator moves aft and pulls the
piston assembly to a tripped
position.

t This makes the button trip if

operation is attempted with no
filter in the bowl.

u To reset the indicator, the bowl

is held vertical so that the button
latch ball can roll out of the
latched position.

v The button is then manually

reset.

122
 2 Lubrication and Scavenge Pump

Frame # 0455 (Lubrication and Scavenge Pump)

a There are seven different

elements in the pump from the
spline end forward, which are:
the lube supply element, the C
sump cover, C sump aft, C
sump forward, A sump forward,
A sump aft, and B sump
scavenge elements.

123
Frame # 0460 (Lubrication and Scavenge Pump Breakdown)

b The lubrication and scavenge

pump is a seven-element
gerotor-type pump of cartridge
design, and is located on the
forward side of the accessory
gearbox.

c The gerotor-type pump was

chosen because of its good
wear resistance and efficiency.

d Gerotor elements are similar to

a male gear inside a female
(internal) gear with one less
tooth on the inner member.

e The inner gerotors are keyed to

the drive shaft, and the outer
gerotors are pocketed in
individual eccentric rings.

f As the assembly rotates, oil is

drawn into an expanding cavity
between teeth on one side, and
expelled when the cavity
contracts approximately 180
degrees away.

124
 g Inlet and discharge ports are
cast into the port plates and are
shaped and positioned to fill and
empty at proper timing for
maximum volumetric efficiency
and resistance to inlet
cavitation.

h The port plates, eccentric rings,

and gerotors are assembled into
a surrounding concentric
aluminum tubular housing that
maintains all elements in proper
alignment.

i The oil suction and discharge

passages from the gerotors are
brought radically through the
housing to match the
appropriate locations of the
mating passages in the engine
gearbox casting.

j The entire stack of port plates is

retained in the housing with
retaining rings at the spline end.

k The outermost end of the

housing has an integrally cast
cover.

l The cover boltholes are so

arranged as to properly orient
the pump assembly in the
gearbox housing during
installation.

125
 3 Scavenge Screens

Frame # 0465 (Scavenge Screens)

a Six scavenge screens are

located on the front of the
accessory gearbox.

b The screens collect particles

before they enter the scavenge
sections of the lubrication and
scavenge pump.

c These screens prevent damage

to the pump.

d The six screens are individually

labeled to show which sump the
particles came from.

126
 4 Oil Cooler

Frame # 0470 (Oil Cooler FLASH)

a The fuel-oil cooler is a tube and

shell design which cools the
combined output of the
scavenge discharge oil that is
ported through gearbox cored
passages to the cooler.

b The cooler is mounted adjacent

to the fuel boost pump on the
forward side of the gearbox.

c Fuel is used as the coolant and

is provided to the cooler via the
boost pump, fuel filter, and
hydromechanical control unit.

d A counter parallel flow multi-

pass cooler design is used in
order to minimize pressure drop
while obtaining maximum cooler
effectiveness.

e Fuel flows through the tubes,

while the oil flows over the tubes
resulting in the counter-parallel
flow arrangement.

127
 f If the oil cooler pressure
becomes too high, the oil cooler
relief valve will open to dump
scavenge oil directly into the oil
tank.

5 Lubrication System Schematic

Frame # 0475 (Lubrication System Schematic Flash)

a Oil flow is drawn from the oil

tank by the lubrication and
scavenge pump.

b From the pump, pressurized oil

flows through the oil filter and
into the cored passages in the
accessory gearbox.

c Inside of the gearbox the oil

divides and flows to the A, B,
and C sumps and to the
gearbox.

d Scavenge oil from the

lubrication and scavenge pump
then flows through the electrical
chip detector.

128
 e From there the oil flows through
the oil cooler and into the main
frame.

f Scavenge oil enters a manifold

at the top of the main frame.

g The oil then flows through the

scroll vanes and back to the oil
tank.

6 Normal and Emergency Sump Oil

Distribution

Frame # 0480 (Normal and Emergency Sump Oil Distribution FLASH)

a In the event of oil system failure,

the bearings will be lubricated
by an oil mist from the
emergency oil system.

b A small reservoir, curved to fit

the A- and B-sumps, retains a
sufficient amount of oil to
provide air-oil mist when normal
lubrication is interrupted.

c Oil from these reservoirs passes

through the primary oil nozzles
and the oil mist nozzle to
lubricate the bearings.

129
 d When oil pressure is lost, the oil
mist nozzles continue to supply
oil from the reservoirs to the A
and B-sump bearings.

e The emergency oil system is

intended to maximize the time
an engine can operate at
reduced power conditions with
partial loss of oil.

f The total sump oil supply is fed

into the reservoir at the top.

g Top feed prevents reservoir

drainage if the supply line is
damaged.

h Primary oil jets squeeze film

damper, and uncritical lube jets
are connected to a standpipe at
the top of the tank.

i Secondary or emergency jets

are similarly connected to the
lowest point in the tank.

j Secondary jets are located only

at points where lubrication is
vital for short duration
emergency operation.

k Each secondary oil jet has a

companion air jet or air source,
which flows over the end of the
oil jet and impinges on the
lubricated part.

l The air jets aspirate oil mist

when normal oil supply pressure
is lost.

m They are pressurized from the

seal pressurization cavities and
operate continuously with no
valving required.

130
 7 Cold Oil Relief Valve

Frame # 0485 (Cold Oil Relief Valve)

a The cold-oil relief valve mounts

on the front of the accessory
gearbox downstream of the oil
filter.

b The valve protects the oil supply

system from excessive
pressure.

c During cold starts, the valve

opens and discharges excess
oil to the gearbox.

d The oil discharged to the

gearbox is churned in the gears
to assist in reducing warm-up
time.

131
 8 Chip Detector

Frame # 0490 (Chip Detector)

a The engine diagnostic device

most likely to provide first
warning of impending part
failure is the chip detector in the
common scavenge line from all
sumps.

b The chip detector mounts on the

front of the accessory gearbox.

c The chip detector has an outer

shell with an internal magnet, an
electrical connector, and a
removable screen.

d The magnet attracts magnetic

particles to the detector.

e When these particles bridge the

gap between the magnet and
the outer shell, a circuit is
completed which illuminates the
CHIP #1 ENGINE or CHIP #2
ENGINE chip detector caution
light in the cockpit.

132
 f Non-conductive particles are
trapped inside the screen, for
visual examination, if greater
than a 0.015-inch minimum
dimension.

g Smaller particles will be found

either in the lube tank or in the
lube supply filter.

h The detector housing pushes

into the accessory gearbox and
is retained by two captive bolts
used in common with other
accessories.

i Self-locking inserts in the

gearbox ensure retention of
these bolts if assembly torque is
improperly low.

j Removal of the unit from the

AGB housing bore is manual
following release of the two
bolts.

k A knurled grip is provided to

facilitate removal.

l The external body diameter fits

a 15/16-inch open-end wrench
so that this tool can be used as
a handle, if necessary, for a
two-hand grip.

133
 9 Mainframe Oil Flow

Frame # 0495 (Mainframe Oil Flow)

a The mainframe includes the oil

tank.

b Cored passages within the

mainframe provide for the flow
of oil to and from the A-sump
area and the accessory
gearbox.

c Hot oil from the bearing sump

areas provide for the anti-icing
of the mainframe by flowing
through each of the hollow scroll
vanes prior to returning to the oil
tank.

134
 10 Drain System-Left Side

Frame # 0500 (Drain System Left Side)

a D1 (Combustor drain) drains

residual fuel from the
combustion section, D2 (Oil tank
drain) used to drain oil from the
oil tank, D4 (Sequence valve
drain) drains the Overspeed and
Drain Valve, D6 (No. 1 seal
drain) drains the No. 1 carbon
seal area.

135
 11 Drain System Right-Side

Frame # 0501 (Drain System Right Side)

b D3 (AGB common seal drain)

drive pad seals for the starter,
HMU, and fuel boost pump, all
drain into a common cored
passage in the AGB housing,
and drain to an external port on
the right-hand side of the main
frame.

c D5 (HMU vapor vent) vents

HMU vapors overboard.

136
 12 Frame Strut Usage

Frame # 0505 (Frame Strut Usage)

a Oil enters the A-sump through

the strut at the 3 o'clock position
on the swirl frame.

b The A-sump forward and aft

scavenge lines are housed in
the struts at the 10 o'clock and 2
o'clock positions on the swirl
frame.

c Oil is supplied to and scavenged

from the A-sump entirely
through these internal lines.

d Oil enters the B-sump through a

tube in the strut at the 1 o'clock
position on the midframe.

e Oil is scavenged from the B-

sump through a tube in the strut
at the 9 o' clock position on the
midframe.

f Oil flows to the C-sump through

a supply tube at the 7:30 o'clock
position on the exhaust frame.

137
 g Oil is scavenged from the C-
sump through the C-sump
forward scavenge tube at the 2
o'clock position, the aft
scavenge tube at the 10 o'clock
position, and through the seal
pressure and scavenge tube
assembly at the 4:30 o'clock
position on the exhaust frame.

138
 CHECK ON LEARNING

1. What are the three subassemblies that make up the oil filter?

2. The scavenge screens collect particles before they enter the ________.

3. Where does the scavenge oil flow to after it goes through the scroll vanes?

139
 SECTION VI. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Lubrication System topic.
The key points to remember are:
• The lubrication system in the T700 engine distributes oil to all lubricated parts,
and in emergencies, supplies an air-oil mist to the main shaft bearings in the A-
and B-sumps. The system is a self-contained, recirculating dry sump system.
• The lubrication system consists of the following components: lubrication and
scavenge pump, scavenge screens, oil cooler, cold oil relief valve, oil cooler relief
valve, chip detector, filter bypass sensor switch, oil filter, and the oil filter bypass
valve.
• The oil filter consists of three subassemblies; the filter element, bowl and
impending bypass indicator, and the bypass valve and inlet screen.
• The oil filter consists of a stainless steel bowl with an impending bypass
indicator, a throw away filter element, and a bypass valve assembly.
• Differential pressure between the oil filter inlet and the outlet act to move a piston
against a spring at 44 to 60 psi. The impending bypass indicator button is
released when the piston moves and extends 3/16 inch for a visual indication.
When the button is released, a small ball moves out of position to latch the button
and block reset.
• The lubrication and scavenge pump is a gerotor-type pump of cartridge design
and is located on the forward side of the accessory gearbox.
• There are six scavenge screens located on the front of the accessory gearbox.
The screens collect particles before they enter the scavenge sections of the
lubrication and scavenge pump.
• The fuel-oil cooler is located on the forward side of the accessory gearbox. The
fuel-oil cooler transfers heat from the oil to the fuel.
• Oil is drawn from the oil tank by the lubrication and scavenge pump and
delivered to all lubricated parts of the lubrication system.
• In the event of a system failure, the bearings will be lubricated by an oil mist from
the emergency oil system.
• The cold-oil relief valve mounts on the front of the accessory gearbox
downstream of the oil filter. The valve protects the oil supply system from
excessive pressure.
• The engine diagnostic device most likely to provide first warning of impending
part failure is the chip detector. The chip detector mounts on the front of the
accessory gearbox.
• The mainframe includes the oil tank. Cored passages within the mainframe
provide for the flow of oil to and from the A-sump area and the accessory
gearbox. Anti-icing for the mainframe is provided by flowing hot oil through the
hollow scroll vanes.
• The T700 drain system consists of the following drains: D1-Combustor
drain, D2-Oil tank drain, D3-AGB seal drain (common), D4-Sequence
valve drain, D5-HMU vapor vent, D6-No. 1seal drain.

140
E. ENABLING LEARNING OBJECTIVE No. 5

ACTION: Identify the characteristics of the electrical system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. T700 Electrical System

Frame # 0529 (Electrical System Components Left Side)

(1) The T700-GE-701C engine uses electrically operated accessories to

control anti-icing airflow, ignite the fuel-air mixture in the combustor, and
control the engine power level.

(2) In addition, electrical indication and warning devices assist the pilot in
engine operation.

(3) The electrical system provides: all electrical power required for engine
ignition and all electrical control requirements throughout the operating
range of the engine without the use of airframe power; interconnecting
harnesses between engine electrical and diagnostic components; an
accurate and stable trimming signal to the HMU to isochronously govern
power turbine speed, limit maximum TGT, and share the load between
engines; and an Np overspeed limiting system.

141
 (4) This overspeed limiting system provides that no single failure of the
overspeed system can cause fuel flow to be reduced.

(5) Ground checking capability for the Np overspeed system is also

provided.

Frame # 0529a (Electrical System Components Right Side)

(6) The electrical system also provides: engine ignition during starting;
cockpit signals of gas generator speed (Ng), power turbine speed (Np),
engine shaft torque (Q), power turbine inlet temperature (TGT), fuel and
oil pressure, and oil temperature.

(7) Cockpit display of failure codes is provided on the aircraft torque meter at
engine shutdown.

(8) Also provided are: history counter signals of Ng (for LCF1 and LCF2)
and T4.5 (for time-temperature counting); and an engine shaft torque
signal for use in the load-sharing circuit and hot start prevention.

142
Frame # 0530 (Electrical Connection Diagram)

(9) Interconnecting wiring harnesses are color-coded to aid the mechanic.

(10) The yellow harness supplies power and control system trim signals.

(11) The blue harness transmits all overspeed and torque signals, and the
green harness conducts engine diagnostic signals.

143
 (a) Alternator

Frame # 0535 (Alternator)

1) The engine-supplied electrical alternator is mounted on

the forward face of the Accessory Gearbox (AGB), on
the right-hand side.

2) It supplies AC power to the ignition exciter and Digital

Electronic Control (DEC) unit or Electrical Control Unit
(ECU)..

3) It also supplies an Ng speed signal to the cockpit

tachometer.

4) All essential engine functions are powered by the

alternator.

5) The alternator rotor is mounted on a cantilevered shaft

extending from the gearbox.

6) The rotor contains a set of permanent 12 magnets.

7) The stator housing encloses the rotor and is bolted to

the gearbox case.

8) It contains three separate sets of windings for its three

functions:

a) Ignition power

144
 b) DECU/ECU power

c) Ng signal.

9) The mounting bolts are captive in the stator housing to

simplify maintenance.

10) Alternator Schematic Diagram

Frame # 0540 (Alternator Schematic Diagram)

a) The upper left electrical connector of the

alternator conducts power to the airframe Ng
tachometer and ignition switch.

b) The forward connector of the alternator conducts

power to the digital electronic control unit and
the ignition exciter.

c) The upper left outlet is connected to the "E3"

(interface) connector, conducting power to the
airframe cockpit for Ng tachometer indication
and ignition switch power.

d) The first winding, the Ng signal, is a constant

amplitude frequency wave form furnished for
engine rpm.

145
 e) The second winding supplies power to the
ignition exciter by way of the yellow harness.

f) One of the leads from this winding passes

through the cockpit ignition switch (shown in the
"on" position).

g) The pilot controls this circuit to the "off" position

by shorting out the ignition winding.

h) The third winding supplies power to the

DEC/ECU also by way of the yellow harness.

(b) Ignition System

Frame # 0545 (Ignition System)

1) The ignition system is an AC-powered capacitor

discharge, low-voltage system.

2) It includes a dual exciter unit mounted on the right hand

side, and two igniter plugs.

3) The spark rate of each ignition circuit is two sparks per

second minimum.

4) Energy at the igniter plugs is at least 0.45 joules per

spark.

146
 5) The exciter is powered by one winding of the engine
alternator, and is connected to it by the yellow harness.

6) The ignition system must be turned off after starting by

shorting the alternator output.

7) For normal starting, the aircraft ignition circuit is tied in

with the aircraft starting system to de-energize the
ignition system at the starter/dropout speed.

a) Igniter Plug

Frame # 0550 (Igniter Plug)

1 The igniter plug is a homogeneous

semiconductor, surface-gap-type spark
plug utilizing air-cooling of the firing tip.

2 It provides a projected electrical

discharge for light off of the combustor.

3 The engine utilizes two igniters located

at the 4 and 8 o'clock position.

4 They are mounted in the mid frame

using a drop-in boss retaining nut and
extend inward through the outer panel of
the combustion liner.

147
 5 The ignition system operates with a
maximum output of 7000 volts.

6 To create a spark across the electrode

gap with this voltage, the gap surface is
a semiconductor material in the form of
a homogeneous button extending into
the tip of the plug.

7 It is capable of coping with erosion over

a long period of operating time.

8 The center electrode is pure tungsten

and the outer electrode is tungsten
alloy.

9 These electrodes are nickel-plated to

prevent oxidation, a problem further
minimized through six holes around the
tip body and exits through twelve holes
at the tip end.

(c) Temperature Control and Indication System

Frame # 0555 (Temperature Control and Indication System)

1) The thermocouple harness is a one piece assembly

consisting of seven single immersion, equally spaced
thermocouples for measuring power turbine inlet gas
temperature (TGT).

148
 2) The thermo elements are made from special tolerance,
oxidation resistant, chromel-alumel wire.

3) Each thermocouple junction is sealed with a Hastelloy X

sheath.

4) The thermo element for the junction of each probe is

continuous, without joints or splices, from the junction to
the harness output connector junction box where all
output are paralleled.

5) The harness output connector is hermetically sealed and

has two alumel contacts and two chromel contacts.

Frame # 0555 (Temperature Control and Indication System)

6) The average output of the seven probes provides the

temperature signal to the DEC/ECU via the yellow cable.

7) From the DEC/ECU, this signal is relayed to the cockpit

TGT indicator, and to the history counter.

149
 (d) Electrical Control Unit

Frame # 0565 (Electrical Control Unit)

1) The Electrical Control Unit (ECU) operates with the

history recorder, and the DEC operates with the history
counter.

2) Both installed engines must have the same combination

of components.

3) The Digital Electronic Control Unit (DEC) is a solid-state

device mounted below the compressor casing and is
cooled entirely by airflow through the scroll case.

4) Connector designations are S39, E1, J2, and J3.

5) The functions of the four connectors and the DEC are as

follows: Connector S39 - this connector is used for
troubleshooting the engine or electrical control system
while the aircraft is on the ground.

6) The aircraft cable attaches to Connector E1; Connector

J2 is for the yellow cable and the cable carries signals
between the DEC, speed sensor, HMU, thermocouple
assembly, history counter, and alternator; Connector J3
is for the blue cable and the cable carries signals
between the torque and overspeed sensor, the DEC,
and the ODV.

150
Frame # 0570 (Electrical Control Unit Schematic)

7) The ECU is located on the bottom aft side of the scroll

case.

8) The ECU provides Np governing, TGT limiting, Np

overspeed protection, and load-sharing between the
engines.

151
Frame # 0575 (DECU Block Diagram)

9) The Digital Electronic Control Unit (DECU) provides

additional features such as: contingency power, hot start
prevention, and fault indication.

10) The DEC contains signal validation for selected input

signals within the electrical control system.

11) Signals are continuously validated when the engine is

operating at flight idle and above.

12) If a failure has occurred on a signal, the failed

component or related circuit will be identified by a pre-
selected fault code.

13) It is possible to have more than one fault detected.

14) Each code should be treated as an individual fault.

15) It should be noted that the signal validation does not

recognize aircraft instrument failure.

152
 (e) Power Turbine (Np) Sensors

Frame # 0580 (Power Turbine (Np) Sensors)

1) Two Np Sensors are located in the exhaust frame; one

extends through the 1:30 o'clock strut, and the other
through the 10:30 o'clock strut.

2) The power turbine shaft is equipped with two pairs of

teeth, which induce electrical pulses in the Np sensors.

3) These teeth permit measurement of the torsion or twist

of the shaft, which is proportional to output torque.

4) The sensors are identical and interchangeable, but serve

different functions.

5) The left-hand (10:30 o'clock) sensor provides a Np

signal to the DEC to be utilized in the Np governing
circuitry and for generation of a cockpit tachometer
signal.

6) The right-hand (1:30 o'clock) sensor feeds the torque

computation circuit of the DEC and the Np overspeed
protection system.

7) The sensors contain a permanent magnet and wire coil,

and produce a pulse of current each time a shaft or
reference tooth passes.

153
 (f) Torque Sensor Operation

Frame # 0585 (Torque Sensor Operation)

1) The torque system matches torque between engines,

and provides cockpit readout.

2) Torque sensing (or measurement) is accomplished by a

reference shaft that is pinned to the front end of the drive
shaft and extends to the aft end, where it is free to rotate
relative to the drive shaft.

3) The relative rotation (or twist of the driveshaft) is due to

output torque, and the resultant phase angle shift
between the drive shaft teeth and reference teeth is
electrically sensed by a pickup sensing the two teeth on
the drive shaft plus the two reference teeth.

4) The electrical signal is conditioned in the electrical

control unit, which provides a DC voltage proportional to
torque.

5) At Intermediate power, the twist of the shaft is 7.4

degrees.

154
 (g) Np Overspeed System

Frame # 0590 (Np Overspeed System)

1) The power turbine rotor is protected from destructive

overspeed by an overspeed system.

2) This system is completely independent of the normal Np

governing system.

3) The overspeed system consists of: the Np torque and

overspeed sensor at the 1:30 o'clock position on the
exhaust frame, an overspeed switch circuit contained in
the DEC, an overspeed solenoid in the overspeed and
drain valve which reduces fuel flow to the engine to zero,
a separate wiring harness (blue) which interconnects
these components.

4) The overspeed switch circuit obtains operating power

from either of two independent sources; first, from the
engine-driven alternator, and second, from a backup
airframe 400 Hz (115V) circuit.

5) Either power source is sufficient to operate the

overspeed system.

155
6) The overspeed system will cause the engine to cycle in
test mode and flame out in actual flight overspeed.

7) The overspeed switch system includes two overspeed-

sensing circuits (A and B).

8) Each circuit is calibrated to close a solid-state switch

when an Np of 25,000 rpm (119.6%(+ -)) is reached.

9) Both solid-state switches must be closed before the

overspeed solenoid can be energized.

10) Test switches are provided for both the A and B circuits.

11) The test switches change the overspeed cut-in point

from 119.6% to 95.6% Np.

12) Both test switches must be closed for the system to

cycle.

13) During overspeed tests, an airframe circuit turns ignition

on so that the engine will relight following overspeed trip,
and prevent engine shut down.

156
Frame # 0595 (Engine Overspeed System Block Diagram)

14) The overspeed switch circuit obtains operating power

from either of two independent sources; first, from the
engine-driven alternator, and second, from a backup
airframe 400 Hz (115V) circuit.

15) Either power source is sufficient to operate the

overspeed system; thus it is completely independent of
the normal Np governing system.

16) The overspeed system will cause the engine to cycle in

test mode and flame out in actual flight overspeed.

17) The overspeed switch system includes two overspeed -

sensing circuits (A and B).

18) Each circuit is calibrated to close a solid-state switch

when an Np of 25,000 rpm (119.6%(+ -) is reached.

19) Both solid-state switches must be closed before the

overspeed solenoid can be energized.

20) Test switches are provided for both the A and B circuits.

21) The test switches change the overspeed cut-in point

from 119.6% to 95.6% Np.

22) Both test switches must be closed for the system to

cycle.

157
 23) During overspeed tests, an airframe circuit turns ignition
on so that the engine will relight following overspeed trip
and prevent engine shut down.

(h) History Counter

Frame # 0600 (History Counter)

1) The T700-GE-701C history counter replaces the history

recorder used on previous T700 models and must be
used with the digital electronic control unit in order to
function.

2) Signals are sent to the history counter by the DEC.

3) Counter displays are similar to those on the previous

history recorder.

4) In addition to the four history counts displayed by the

history counter, the DEC internally tracks several other
key indicators on engine history.

5) These can be accessed by the S39 test connector and

include: cumulative time at temperature, four cycle
counts for more precise measure of LCF, HPT bucket
stress rupture life (two), number of starts, max T4.5, Ng,
Np per flight and Time speed above exceedence value
of T4.5 per flight.

a) LCF 1 (Low Cycle Fatigue 1 Indicator).

158
 1 This indicator displays actual number of
times engine parts experience
mechanical stress associated with Ng
from shutdown to above 95% and from
95% to shutdown.

2 It can display numbers up to 99.999

times. When engine exceeds 95% Ng,
a count is made on the indicator.

3 The indicator will not make an additional

count until Ng drops below 40% and
then increases to exceed 95%.

b) LCF 2 (Low Cycle Fatigue 2 Indicator).

1 This indicator displays actual number of

times engine parts experience a
reduced level of mechanical stress
associated with a narrower Ng range.

2 It can display up to 99,999 high-

temperature stress events.

3 When Ng exceeds 95%, a count is

made on the indicator.

4 The indicator will not make an additional

count until Ng drops below 86% and the
increases to exceed 95%.

c) Time-temperature Index Indicator.

1 This indicator displays numbers up to

99,999.

2 The index number advances when T4.5

reaches approximately 90% of the
maximum continuous power value (775
degrees C).

3 The number of index is a function of

time and temperature.

4 It advances faster as temperature

increases.

d) Hours Indicator.

1 This indicator displays actual running

time up to 99,999 hours.

2 Running time is not accumulated until

Ng exceeds 60%.

159
 3 The counter stops when Ng drops below
55% (below ground idle).

160
 CHECK ON LEARNING

1. The engine mounted electrical alternator supplies AC power to the ignition exciter
and the ________.

2. The ignition system is an AC-powered capacitor discharge ________ type

system.

3. What type of special tolerance, oxidation resistant wire, is the thermo elements of
the thermocouple harness made from?

4. The blue electrical cable carries signals between the torque and overspeed
sensor, DEC and the ________.

161
 SECTION VII. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Electrical System topic.
The key points to remember are:
• The T700 engine uses electrically operated accessories to control anti-
icing airflow, ignite the fuel-air mixture in the combustor, and control the
engine power level.
• Electrical indication and warning devices assist the pilot in engine
operation.
• The engine electrical system provides all electrical power required for
engine ignition and all electrical control requirements throughout the
operating range of the engine without the use of airframe power.
• Interconnecting wiring harnesses are color coded to aid the mechanic.
• The engine-supplied electrical alternator is mounted on the AGB, on the
right-hand side. The alternator supplies AC power to the ignition exciter
and DECU. It also supplies an Ng speed signal to the cockpit
tachometer. All essential engine functions are powered by the alternator.
• The ignition system is an AC-powered capacitor discharge, low-voltage
system.
• The igniter plug is a homogenous semiconductor, surface-gap-type spark
plug, utilizing air-cooling of the firing tip. It provides a projected electrical
discharge for light off of the combustor. The engine utilizes two igniters
located at the 4 o'clock and 8 o'clock position.
• The thermocouple harness is a one piece assembly consisting of seven
single immersion, equally spaced thermocouples for measuring power
turbine inlet gas temperature (TGT).
• The ECU operates with the history recorder, and the DECU operates
with the history counter. Both installed engines must have the same
combination of components.
• The ECU is located on the bottom aft side of the scroll case. The ECU
fine-trims the engine for changes in, power turbine speed (Np), Torque
(Q), Turbine Gas Temperature (TGT), and load sharing between the
engines.
• The DECU provides additional features such as: Np governing, TGT
limiting, Np overspeed protection, load-sharing, contingency power, hot
start prevention and fault indication.
• Two Np sensors are located in the exhaust frame; one extends through
the 1:30 o'clock strut, and the other through the 10:30 o'clock strut.
• The torque matches torque between the engines, and provides a cockpit
readout.
• The power turbine rotor is protected from destructive overspeed by an
overspeed system. The system is completely independent of the normal
Np governing system.
• The T700-GE-701C history counter replaces the history recorder used on
previous T700 models and must be used with the DECU in order to function.

162
F. ENABLING LEARNING OBJECTIVE No. 6

ACTION: identify the characteristics of the fuel system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. T770 Fuel System

Frame # 0640 (T770 Fuel System)

(1) The primary requirements of the fuel system are to control accurate and
stable engine speed for all steady state operations, and to provide
transient control to achieve rapid power changes.

(2) This system pumps, filters, and meters fuel in response to Power
Available Spindle (PAS) position, Load Demand Spindle (LDS) position,
sensed engine variables, and torque motor input from the electrical
control unit.

(3) The fuel system also positions the compressor variable stator vanes
throughout the engine operating range to achieve the required
compressor performance with respect to airflow and stall margin, and
provides a schedule for starting bleed.

163
 (4) The fuel system provides automatic start schedules from sea level to
20,000 feet altitude, and protects the engine against destructive gas
generator and power turbine overspeed.

(5) These requirements must be met over the full engine operating
parameters.

Frame # 0645 (Fuel System Components)

(6) The fuel system consists of:

(a) The fuel boost pump

(b) Fuel filter

(c) Hydromechanical Unit (HMU)

(d) Overspeed and drain valve.

1) Integral within the HMU are the high-pressure vane

pump, variable geometry (VG) actuator, and compressor
inlet temperature (T2) sensor.

2) The hydromechanical unit, and overspeed and drain

valve are mounted on the aft side of the accessory
section module.

3) The boost pump, fuel filter, and fuel pressure switch are
mounted on the front side of the accessory section
module.

164
 4) The fuel filter housing contains the fuel filter bypass
valve and the fuel filter bypass sensor.

b. Fuel Supply System

Frame # 0650 (Fuel Supply System)

(1) Fuel is supplied from the fuel tank to the boost pump.

(2) From the boost pump, fuel goes to the fuel filter.

(3) From the filter, fuel is drawn to the high pressure vane pump in the HMU.

(4) The fuel leaving the HMU is metered fuel and is routed through the oil
cooler, and then goes to the overspeed and drain valve.

(5) From the overspeed and drain valve, fuel is delivered to the twelve fuel
injectors.

165
 (a) Fuel Boost Pump Cross-Section

Frame # 0655 (Fuel Boost Pump Cross-Section)

1) The pump inlet is the engine-airframe fuel interface.

2) The pump is mechanically designed as a cantilevered

pumping element on a rigid shaft, running in two oil
lubricated sleeve bearings.

3) Oil is supplied from the engine oil system through a face

port mating with the gearbox for bearing lubrication.

4) Oil and fuel are separated by two dynamic carbon seals

with a center vent to the engine overboard drain
manifold.

5) Shaft splines are lubricated by oil mist, which is pumped

through the splines by radial pumping holes in the pump
quill shaft and the mating engine gearbox shaft.

6) The pumping elements are an ejector pump or jet pump.

7) A mixed flow centrifugally induced, and a radial flow from

the impeller discharge, provides ejector pump motive
flow.

8) This bypass flow is approximately equal to twice-

maximum engine flow at pump rated speed.

166
 (b) Fuel System

Frame # 0660 (Fuel System FLASH)

1) The fuel boost pump draws fuel from the unpressurized

fuel cells to the engine.

2) The fuel then flows through passages in the AGB to the

fuel filter.

3) Filtered fuel flows through a cored passage in the AGB

to the HMU vane pump (high pressure).

4) The HMU meters fuel in response to the following control

inputs; T2, P3, ECU or DEC trim signal, LDS, PAS and
Ng.

5) Metered fuel is routed to the oil cooler by an external

hose, and then to the ODV.

6) The ODV provides main fuel flow to the 12 fuel injectors

during start and normal operation.

7) If the fuel filter becomes clogged, it is bypassed and the

indicator button will pop.

8) The #1 FUEL FLTR BYPASS indicator in the cockpit will

illuminate.

167
 a) Fuel Filter

Frame # 0665 (Fuel Filter)

1 The fuel filter consists of:

a The fuel filter head

b Fuel filter bowl

c Disposable filter element

d Impending bypass indicator

button

e Bypass relief valve

f Filter bypass sensor.

2 The fuel filter provides 30 micron

absolute filtration for engine fuel prior to
entering the high pressure vane pump in
the hydromechanical control unit.

168
 a Fuel Filter Cross Section

Frame # 0670 (Fuel Filter Cross Section)

i) Engine fuel flow enters

the filter through its inlet
port from the engine
boost pump discharge
after passing through a
core in the accessory
gearbox.

ii) The flow then is

directed across the 30
micron pleated barrier
type filter element
(outside to inside
direction), then out the
discharge port through
another gearbox core to
the HMU vane pump
inlet.

iii) The filter element is

disposable when
loaded.

169
 b Fuel Filter Bypass Indicator
Systems (Tripped Position)

Frame # 0675 (Fuel Filter Bypass Indicator System (Tripped Position)

i) The fuel differential

pressure across the
element is sensed
across a magnetic
piston assembly on both
the impending and
actual bypass
indicators.

ii) At 8-10 psi of pressure

differential, the
impending button piston
assembly moves,
carrying the magnet
with it.

iii) As the magnet of the

impending indicator
moves away from the
button, the magnetic
field holding the red
button in the inward
position is reduced,
allowing the button to
pop out aided by a
spring.

170
 iv) The electrical filter
bypass sensor (or
actual bypass indicator)
is activated by a
pressure signal as the
bypass valve opens at
18-22 psi differential
pressure.

v) However, in this case,

the reduced magnetic
field allows the button
return spring inside the
micro switch to actuate
the switch button
through the action of the
pivoted switch lever
arm.

vi) This action provides a

cockpit indication of
filter bypass.

171
 b) Hydromechanical Unit

Frame # 0680 (Hydromechanical Unit)

1 The HMU, mounted on the aft center of

the AGB, provides fuel pumping, fuel
metering, fuel flow computation, fuel
pressurization, and fuel shutoff.

2 It provides gas generator speed control,

compressor variable geometry
scheduling and actuation, and anti-icing
and starting bleed valve actuation.

3 The unit responds to Power Available

Spindle (PAS) input for fuel shutoff,
start, ground idle, to set permissible gas
generator speed up to maximum, vapor
venting, and to provide for a Digital
Electronic Control unit (DEC) override
capability.

4 The HMU also responds to an externally

supplied load demand input via the Load
Demand Spindle (LDS), which is
proportional to power absorber load.

5 This initially and directly coordinates gas

generator speed and power to closely
approximate the power required by the
rotor or shaft power absorber.

172
 a Hydromechanical Unit Aft Side

Frame # 0685 (Hydromechanical Unit Aft Side)

i) The HMU then

responds to input from
the DEC via the HMU
torque motor, to
precisely trim gas
generator speed as
directed for both power
turbine speed control
and turbine temperature
limiting for more exact
load share control.

ii) The HMU also has the

capability to
mechanically deactivate
the DEC in the event of
a DEC failure, and vent
the unit case to the
overboard drain in the
event of excessive air or
vapor at the inlet, by
use of over travel in the
PAS.

173
 iii) The HMU responds to
sensed engine
parameters (T2, P3 and
Ng), which influence
fuel flow and variable
geometry position.

iv) The HMU provides

three major engine
functions; fuel pumping,
fuel metering, and
variable geometry
positioning.

c) Overspeed and Drain Valve

Frame # 0690 (Overspeed and Drain Valve)

1 The metered fuel from the HMU is

delivered to the oil cooler and then to
the overspeed and drain valve.

2 The overspeed and drain valve has

three functions: First, it provides main
fuel flow to the 12 fuel injectors during
engine starting and operation.

3 Second, upon shutdown, it purges the

main manifold of fuel and directs it out
the overboard drain to prevent coking of
the fuel injectors.

174
 4 Third, it traps fuel upstream, which
keeps the liquid-to-liquid heat exchanger
full so that system priming is not
necessary prior to the next start.

5 During overspeed it diverts the fuel back

to the HMU inlet.

b Overspeed and Drain Valve

(Normal Operating Mode)

Frame # 0695 (Overspeed and Drain Valve (Normal Operating Mode)(0695)

i) With the engine

shutdown, the pressure
in the overspeed and
drain valve is equal to
ambient pressure and
the inlet and
pressurizing valve is
spring-loaded closed.

175
 ii) When the engine is
cranked over and the
PAS is advanced to
open the stopcock in
the HMU, the HMU
delivers metered flow to
the overspeed and drain
valve inlet.

iii) This metered flow

passes through a wash-
flow filter and line
pressure builds up until
the inlet and
pressurizing valve
opens.

iv) Fuel boost pressure is

directed to the top of a
selector valve while
higher pressure (Wf)
passes through the
open selector valve and
flows to the 12 fuel
injectors for engine light
off and normal
operation.

v) The power turbine

overspeed function is
designed to divert fuel
flow from the combustor
and flame the engine
out to protect against
destructive Np
overspeed.

vi) When Np reaches

25.000 rpm (119.6%),
the solenoid valve in the
ODV is energized and
opens a ball valve.

vii) This causes a bleed off

of equalizing fuel
pressure on the bottom
part of the selector
valve.

viii) The high pressure Wf

causes the selector
valve to move down
causing all Wf to bypass
back to the HMU inlet.

176
 ix) This instantaneous loss
of Wf to the combustor
causes the engine to
flameout.

x) When the PAS is

moved to the OFF
position, the HMU is
stop cocked, fuel flow to
the overspeed and drain
valve is stopped, and
the inlet and
pressurizing valve is
forced down by spring
action.

xi) This opens the main

fuel line in the
overspeed and drain
valve to the fuel in the
injectors and main
manifold, back through
the overspeed and drain
valve, and out the
overboard drain line.

177
 d) Fuel Injector

Frame # 0700 (Fuel Injector)

1 Twelve fuel injectors, installed in the

midframe, receive fuel from the main
fuel manifold and supply it to the
combustion liner swirl cup (swirler)
subassemblies.

2 The injector is a simplex nozzle with a

single spin chamber fed by two spin
holes.

3 The swirled fuel from the spin holes

exits through orifice and discharges onto
a 30 degrees primary cone.

4 This cone flares outwards at the exit.

5 The contoured exit provides a good

quality fuel spray at a very low fuel
pressures in the starting regime.

6 The injector has a last-chance screen

with 0.009 inch diameter mesh to
protect the orifice spin slot.

178
 7 Correct orientation of the injector within
the midframe casing is assured through
use of two locating pins in the mounting
flange.

8 It is not necessary to remove the

injectors to facilitate combustion liner
removal and replacement.

179
 CHECK ON LEARNING.

1. Metered fuel leaving the HMU is routed through the oil cooler and then to the
________.

2. The 30 micron fuel filter provides absolute filtration for engine fuel prior to
entering the ________.

3. What are the parameters that influence fuel flow and variable geometry
positioning?

180
 SECTION VIII. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Fuel System topic.
The key points to remember are:
• The T700 fuel system consists of the fuel boost pump, fuel filter,
Hydromechanical Unit (HMU), and the overspeed and drain valve.
Integral within the HMU are the high-pressure vane pump, Variable
Geometry (VG) actuator, and compressor inlet temperature (T2) sensor.
• The HMU and overspeed and drain valve are mounted on the aft side of
the accessory section module. The boost pump, fuel filter, and fuel
pressure switch are mounted on the front side of the accessory section
module.
• The fuel supply system supplies fuel from the fuel tank to the boost
pump, fuel filter, HMU high-pressure vane pump, oil cooler, overspeed
and drain valve, and the twelve fuel injectors.
• The fuel boost pump inlet is the engine-airframe fuel interface.
• The fuel boost pump draws fuel from the unpressurized fuel cells to the
engines.
• The HMU meters fuel in response to control inputs from T2, P3,
ECU/DEC trim signal, LDS, PAS, and Ng.
• If the fuel filter becomes clogged, it is bypassed and the indicator button
will pop and the #1 FUEL FLTR BYPASS indicator in the cockpit will
illuminate.
• The fuel filter provides 30 micron absolute filtration for engine fuel prior to
entering the high pressure vane pump in the HMU.
• The fuel differential pressure across the fuel filter element is sensed
across a magnetic piston assembly on both the impending and actual
bypass indicators. At 8-10 psi of pressure differential, the impending
button piston assembly moves carrying the magnet with it. As the
magnet of the impending indicator moves away from the button, the
magnetic field holding the red button in the inward position is reduced,
allowing the button to pop out aided by a spring.
• Locking of the impending bypass indicator mechanism is accomplished
when the wire and half ball element moves with the magnet piston
assembly towards the center of the filter until the half ball drops down
and catches on the edge of the ramp. This latching prevents the magnet
piston assembly from returning to its original position.
• The HMU, mounted on the aft center of the AGB, provides fuel pumping,
fuel metering, fuel flow computation, fuel pressurization, and fuel shutoff.
It provides gas generator speed control, compressor variable geometry
scheduling and actuation, and anti-icing and starting bleed valve
actuation.
• The overspeed and drain valve provides main fuel flow to the 12 fuel
injectors during engine start and operation. It also purges the main fuel
manifold on shutdown, and traps fuel upstream, which keeps the liquid-
to-liquid heat exchanger full, making it unnecessary to prime the engines
for the next start.

181
• With the engine shutdown, the pressure in the overspeed and drain valve
is equal to ambient pressure and the inlet and pressurizing valve is
spring-loaded closed. When the engine is cranked over and the PAS is
advanced to open the stopcock in the HMU, the HMU delivers metered
flow to the overspeed and drain valve inlet.
• Twelve fuel injectors, installed in the midframe receive fuel from the main
fuel manifold and supply it to the combustion liner swirl cup (swirler)
subassemblies.

182
G. ENABLING LEARNING OBJECTIVE No. 7

ACTION: Identify the characteristics of the control system.

CONDITION: Using TM 1-2840-248-23

STANDARD: IAW TM 1-2840-248-23

a. T700 Engine Control System

Frame # 0724 (T700 Engine Control System)

(1) The T700 engine control system incorporates all the functions necessary
for the proper and complete control of the engine.

183
 (a) Engine and Control System Schematic

Frame # 0725 (Engine and Control System Schematic)

1) The engine control system provides for fuel handling,

computation, compressor bleed and variable geometry
control, speed control, overspeed protection, and over
temperature protection.

2) The system also incorporates control features for torque

matching of multiple engine installations.

3) Shaft power absorber coordination is provided initially by

a mechanical input signal to the control system,
proportional to helicopter rotor collective pitch setting,
and a final automatic trim of the power setting to
precisely equal the rotor needs is provided electrically.

4) The engine control system is self-contained and does

not require external electrical power for any controlling
functions.

5) Design of the engine control system allows removal of

major components from the engine separately from any
input components and replacement without calibration or
matching.

184
 (b) Power Available Spindle Angle

Frame # 0730 (Power Available Spindle Angle)

1) The PAS sets a maximum available gas generator

speed.

2) This will usually be set at 120 degrees.

3) The load demand signal is then provided through the

Load Demand Spindle (LDS).

4) As the LDS is reduced from its maximum setting with a

reduction of aircraft rotor collective pitch, the desired gas
generator speed is reset down from the prevailing PAS
schedule to provide immediate and accurate gas
generator response.

5) This reset is then trimmed by the ECU/DEC to satisfy the

Np and load control function established by the
ECU/DEC.

185
 (c) ECU Schematic Diagram

Frame # 0735 (ECU Schematic Diagram)

1) The turbine rotor speed (Np) governing system

compares the signal sent from the Np sensor with the Np
selected by the pilot.

2) It varies fuel flow by actuating the torque motor in the

HMU.

3) Constant Np is governed to within +/- 1% of required Np.

4) The TGT limiting system overrides the Np governing

system and the load-sharing system when TGT reaches
866 degrees C.

5) It limits fuel flow to hold a maximum TGT by actuating

the torque motor in the HMU.

6) TGT limiting system is accurate to within c/- 5 degrees

C.

7) The Np overspeed protection system receives a power

turbine speed signal from the torque and overspeed
sensor.

8) When Np exceeds 25,000 +/- 250 rpm, output from the

protection system activates a solenoid in the ODV.

9) This shuts off fuel flow, causing the engine to shut down.

186
 10) The DECs compare torque signals for automatic load
sharing.

(d) HMU Schematic Diagram

Frame # 0740 (HME Schematic Diagram)

1) The HMU operates as a conventional gas generator

power control when there is no input to the torque motor
and with the LDS set for maximum load.

2) Engine schedules, such as acceleration fuel flow and

compressor variable geometry position, are controlled by
a 3-D cam in the HMU which is positioned by Ng and T2.

3) The acceleration (or stall) limit is imposed by a maximum

cam schedule of Wf/P3 versus Ng and T2.

4) A minimum flow schedule controls engine deceleration.

5) Maximum and minimum metering valve stops provide

absolute fuel flow limits.

6) An intermediate topping line controls maximum Ng

speed.

7) The topping line also limits excessive T4.5 in the event

of an electrical T4.5 control system failure.

187
 8) Since these features are incorporated in the HMU, any
PAS motion will result in safe engine operation and will
not cause engine damage.

9) Except for intentional stopcocking of the control, no

inadvertant shutdowns will occur from PAS motion.

10) A load demand signal is introduced to the HMU through

the LDS.

11) When the LDS is reduced from its maximum setting with
a reduction of aircraft rotor collective pitch setting, the
desired Ng is reset down from the prevailing PAS setting
to provide immediate and accurate gas generator
response.

12) This new setting is trimmed by the DECU or ECU to

satisfy the Np and load control functions established by
the DECU or ECU.

(2) T700 Twin Engine Helicopter Installation

Frame # 0745 (T700 Twin Engine Helicopter Installation)

(a) The ECU or DECU accepts inputs from the alternator,

thermocouple harness, Np (% RPM 1 and 2) sensor, torque and
overspeed sensors, torque signal from the opposite engine for
load-sharing, feedback signals from the HMU for system
stabilization, and a demand speed from the engine speed trim
button.

188
(b) The torque matching/load sharing system increases power on
the lower-torque engine to keep engine torques approximately
equal.

(c) The system does not allow an engine to reduce power to match
a lower power engine.

189
 CHECK ON LEARNING

1. The engine control system is ________ and does not require external electrical
power for any controlling functions.

2. The Np governing system compares the signal sent from the Np sensor with the
selected Np and varies fuel flow by actuating the ________ in the HMU.

3. The HMU responds to an input from the ECU/DECU to reduce fuel flow for
limiting the ________.

190
 SECTION IX. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the UH-60 Control System topic.
The key points to remember are:
• The T700 control system incorporates all the functions necessary for the
proper and complete control of the engine.
• The system provides for fuel handling, computation, compressor bleed
and variable geometry control, speed control, overspeed protection, and
over temperature protection.
• The control system also incorporates control features for torque
matching of multiple engine installations.
• The PAS sets a maximum available gas generator speed. This will
usually be set at 120 degrees.
• The load demand signals are provided through the Load Demand
Spindle (LDS).
• The turbine rotor speed (Np) governing system compares the signal sent
from the Np sensor to the Np selected by the pilot and varies fuel flow by
actuating the torque motor in the HMU.
• The TGT limiting system overrides the Np governing system and load-
sharing system when TGT reaches 866 degrees C.
• The HMU provides fuel pumping, fuel metering, compressor variable
geometry scheduling and actuation, and acceleration bleed control.
• The HMU responds to PAS inputs from the aircraft for fuel shutoff, for
start and ground idle speed, to set permissible gas generator speeds up
to the maximum limit, and to provide an ECU/DECU override capability
and fuel vapor venting to aid fuel system priming.
• The HMU responds to an input from the ECU/DECU to reduce fuel flow
for limiting the turbine temperature.
• The ECU accepts inputs from the alternator, thermocouple harness, Np
(% RPM 1 and 2) sensor, torque and overspeed sensors, torque signal
from the opposite engine for load-sharing, feedback signals from the
HMU for system stabilization, and a demand speed from the engine
speed trim button.

191
H. ENABLING LEARNING OBJECTIVE No. 8

ACTION: Identify the Maintenance Test Flight (MTF) checks.

CONDITION: Using TM 1-1520-237-MTF

STANDARD: IAW TM 1-1520-237-MTF

a. Powerplant System MTF Checks

Frame # 0775 (Powerplant System MTF Checks)

(1) Engine Start

(2) Engine Overspeed System Test

(3) ECU Lockout/Np Overspeed Check

(4) ENG RPM Trim Check

(5) Accel/Decel Check

(6) HIT Check

(7) Maximum Power Check

(a) The above is a simplified list of Maintenance Test Flight (MTF)

checks for the powerplant system.

192
 APPENDIX A

ILLUSTRATION LISTING

FRAME # FRAME TITLE

0015 MENU
0025 Cover Page
0035 Table of Contents
0040 Figures
0045 Tables
0050 APPENDICES
0055 Glossary
0060 Index
0065 Chapters
0075 Section I
0085 Section III
0090 SECTION IV
0100 Section VI
0105 Section VII
0110 Section VIII
0130 Text Screen 1
0131 Text Screen 2
0132 Text Screen 3
0133 Text Screen 4
0136 T700 Field Maintenance Tool Utilization
0140 Engine Modules
0145 Engine Orientation
0150 Major Engine Components Flash
0155 Main Bearings and Shafts
0160 Cold Section Module (0160)
0165 Inlet Section
0170 Swirl Frame
0170 Swirl Frame 2
0175 Main Frame
0175 Main Frame 2
0175 Main Frame 3
0180 Output Shaft
0181 Output Shaft Flash
0185 Front Frame
0185 Front Frame 2
0190 Scroll Case
0190 Scroll Case 2
0195 Starter Drive Train
0200 Inlet Particle Separator Airflow Flash
0205 Compressor Section
0210 Compressor Rotor Assembly Flash
0215 Compressor Stator Assembly Flash
0220 Diffuser and Midframe Assembly Flash
0225 Hot Section Module Flash)
0230 Combustion Liner
0231 Combustion Liner Cutaway
0235 Stage 1 Turbine Nozzle
0236 Stage 1 turbine Nozzle Flash
0238 Stage 1 Turbine Nozzle Cooling
0240 Stage 1 and Stage 2 Turbine Rotors

A-1
0241 Stage 1 and Stage 2 Turbine Rotors 2
0243 Gas Generator Turbine Rotor Components Flash
0245 T700 Turbine Blade Cooling
0250 T701 Turbine Blade Cooling Flash
0253 Gas Generator Turbine Stator
0253 Gas Generator Turbine Stator 2
0258 Gas Generator Turbine Stator Flash
0260 Hot Section Airflow Flash
0265 Power Turbine Module
0270 Power Turbine Rotor and Drive Shaft Components
0275 Drive Shaft Assembly
0280 Power Turbine Stator Components Flash
0285 Exhaust Frame components Flash
0290 Power Turbine Airflow Flash
0295 Accessory Section Module (Front)
0300 Accessory Section Module (Rear)
0305 Particle Separator Blower
0310 Borescope Inspections (Right Side View)
0315 Borescope Inspection (Left Side View)
0320 Borescope Inspection Compressor Forward
0325 Borescope Inspection Compressor AFT
0330 Borescope Inspection Combustor
0380 Actuation System
0385 Anti-Icing Airflow Flash
0390 Anti-Ice and Start Bleed Valve Flash
0395 Anti-Icing Valve and Manifolds
0400 T2 Sensor Airflow
0427 Lubrication System
0430 Lubrication System Components
0435 Oil Filter
0440 Oil Filter (Cross Section)
0445 Oil Filter Bypass Indicator Systems (Normal Position)
0450 Oil Filter Bypass Indicator Systems (Tripped Position)
0455 Lubrication and Scavenge Pump
0460 Lubrication and Scavenge Pump Exploded View
0465 Scavenge Screens
0470 Oil Cooler
0475 Lubrication System Schematic
0480 Normal and Emergency Sump Oil Distribution
0485 Cold Oil Relief Valve
0490 Chip Detector
0495 Mainframe Oil Flow
0500 Drain System Left Side
0501 Drain System Right Side
0505 Frame Strut Usage
0529 T700 Electrical System
0529 T700 Electrical System 2
0530 Electrical Connection Diagram
0535 Alternator
0545 Ignition System
0550 Igniter Plug
0555 Temperature Control and Indication System
0555 Temperature Probes
0565 Electrical Control Unit
0570 Electrical Control Unit Schematic
0575 DECU Block Diagram

A-2
0580 Power Turbine (NP) Sensors
0585 Torque Sensor Operation
0590 Np Overspeed System
0595 Engine Overspeed System Block Diagram
0600 History Counter
0640 T770 Fuel System
0645 Fuel System Components
0650 Fuel Supply System
0655 Fuel Boost Pump Cross-Section
0660 Fuel System Flash
0665 Fuel Filter
0670 Fuel Filter Cross Section
0675 Fuel Filter Bypass Indicator System (Tripped Position)
0680 Hydromechanical Unit
0685 Hydromechanical Unit Aft Side
0690 Overspeed and Drain Valve
0695 Overspeed and Drain Valve (Normal Operating Mode)
0700 Fuel Injector
0724 T700 Control System
0725 Engine and Control System Schematic
0730 Power Available Spindle Angle
0735 ECU Schematic Diagram
0740 HMU Schematic Diagram
0745 T700 Twin Engine Helicopter Installation
0775 Powerplant System MTF Checks

A-3
 APPENDIX B

TEST AND TEST SOLUTIONS

1. This appendix is only used when the test and solutions are internal to the POI file.

2. When the test and solutions are internal to the POI file, then the POI file becomes a FOR
OFFICIAL USE ONLY document.

B-1