ACCESSORY SECTION

ACCESSORY SECTION

● The accessory section, or accessory drive, of a gas turbine engine is used to

power both engine and aircraft accessories such as electric generators, hydraulic
pumps, fuel pumps, and oil pumps.
● Secondary functions include acting as an oil reservoir, or sump, and housing the
accessory drive gears and reduction gears.
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● The accessory drive location is selected to keep the engine profile to a minimum for
streamlining.
● Typical places where an accessory drive is located include the engine's midsection, or
the front or rear of the engine.
● However, inlet and exhaust locations usually determine if front or rear-mounted gear
boxes are a design option.
● Rear-mounted gearboxes typically allow the narrowest engine diameter and lowest
drag configuration.
● In a few rare instances, the engine design dictates that the accessory drive be located
at the top of the engine near the compressor.
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● The power needed to drive the accessories is typically taken from the engine's main power
shaft.
● A set of beveled gears is used to drive an accessory shaft which, in turn, drives an accessory
gearbox.
● The accessory gearbox then distributes power to each accessory drive pad.
● Since turbine engines operate at a relatively high rpm, reduction gearing is necessary in the
accessory drive system to provide appropriate drive speeds for the accessories.
● In some installations, an intermediate or transfer gearbox is necessary to obtain the
appropriate reduction gearing necessary for the accessories.
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● for the accessories.

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● The more accessories an engine has, the greater the power needed to drive the
accessory gearbox.
● In fact, the accessory drive system on a large high bypass engine can require as
much as 500 horsepower from the engine.
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ENGINE STATION NUMBERING
● Engine manufacturers usually assign station numbers to several points along a turbine engine's gas
path. These numbered locations are similar to fuselage stations, and provide a technician with a means
of rapidly locating certain engine areas during maintenance.
● Station numbers also establish locations for taking pressure and temperature readings.
● For example, engine pressure ratio, or EPR, compares air pressure at the engine inlet with airpressure at
the exhaust to determine engine thrust.
● Standard labels are used to identify the locations EPR readings are taken because different engines have
different types of inlet and exhaust ducts.
● The engine inlet is station Pt2, which means pressure total at station 2. By the same token, turbine dis
charge pressure is taken at station Pt7.
● Engine pressure ratio is therefore expressed by the ratio Pt7 : Pt2.
● Engine stations are also designated by the label Tt, meaning temperature total for engine instruments
that require temperature information. For example, engine inlet temperature is taken at station Tt2
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ENGINE STATION NUMBERING

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NOISE SUPPRESSION
● Some of the energy released from the burning fuel in a jet engine is unintentionally
converted to noise.
● With increasing air traffic around densely populated areas, noise control has become a
big issue that impacts both engine designers and operators.
● Much of the noise produced by a turbine engine results when hot, high-velocity gases
mix with cold, low-velocity air surrounding the engine.
● This high-intensity noise includes both low- and high-frequency vibrations, with low
frequencies being predominant.
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● Increasing use of turbofan engines has probably done more to reduce noise
levels both inside the aircraft cabin and on the ground than any other factor.
● Turbofan engines seldom require noise suppressors because their exhaust
sections are designed to mix the hot and cold gas streams prior to their release
into the atmosphere, which greatly reduces exhaust noise.
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● Turbojet engines, especially older designs, frequently require additional noise

suppression equipment.
● The additional equipment typically includes a device that breaks up airflow
behind the tail cone, and some new forms of sound insulating material.
● In addition, some airframe components are being redesigned and installed as
noise reduction kits to meet new Federal standards.
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● The sound intensity of engine noise levels is measured in decibels (db).

● A decibel is the ratio of one sound to another. One db is the smallest change in
sound intensity that the human ear can detect.
● Approximately 60 db is a comfortable level for conversation and background
music. On the other hand, loud music peaks at more than 100 db.
● Sound that reaches approximately 130 db can cause physical pain.
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● To help answer the concerns over noise around airports, the Federal Aviation
Administration has established guidelines for aircraft operators that specify
maximum noise limits based on aircraft weight.
● All older aircraft that utilize louder turbojet engines were given a grace period
to modify the engines to meet the maximum noise levels.
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ENGINE MOUNTS
● Engine mount design and construction for gas turbine engines is relatively simple. Since gas
turbine engines produce little torque, they do not need heavily constructed mounts.
● The mounts do, however, support the engine weight and allow for transfer of stresses created
by the engine to the aircraft structure.
● On a typical wing mounted turbofan engine, the engine is attached to the aircraft by two to
four mounting brackets.
● However, because of induced propeller loads, a turboprop develops higher torque loads, so
engine mounts are proportionally heavier.
● By the same token, turboshaft engines used in helicopters are equipped with stronger and
more numerous mount locations
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● BEARINGS
● The combination of compressor and turbine rotors on a common shaft make up the main engine power,
or rotor shaft, which must be adequately supported.
● Engine main bearings are assigned that critical function of support and are located along the length of
the rotor shaft.
● The number of bearings necessary is determined, in part, by the length and weight of the rotor shaft.
● For example, since a split-spool axial compressor typically has a greater number of rotating
components it requires more main bearings than a centrifugal compressor.
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● Generally, ball and roller bearings are used to support an engine's main rotor
shaft. Both ball and roller bearing assemblies are encased in strong housings
with inner and outer races that provide support, and hold lubricating oil. These
type bearings are preferable because they
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● offer little rotational resistance.

● enable precision alignment of rotating elements.
● tolerate high momentary overloads.
● are easily replaced.
● are relatively inexpensive.
● are simple to cool, lubricate, and maintain.
● accommodate both radial and axial loads.
● are relatively resistant to elevated temperatures.
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● A special type of roller bearing that is sometimes used in turbine engines is the
oil-dampened bearing.
● With this type of bearing, oil is routed into a cavity formed by the bearing
housing and bearing race.
● Once the oil within this cavity is pressurized by the engine's lubrication system,
an oil film is produced.
● The oil film effectively dampens rotor vibrations and compensates for slight
misalignments in rotor segments.
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● Disadvantages of both ball and roller bearings include their vulnerability to

damage caused by foreign matter and tendency to fail without appreciable
warning.
● Therefore, proper lubrication and sealing against entry of foreign matter is
essential. Commonly used types of oil seals are labyrinth, helical thread, and
carbon.
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● A labyrinth seal differs from most seals in that the seal does not press or rub
against an outer surface to create a seal.
● Instead, each seal consists of a series of rotating fins that come very close, but
do not touch a fixed abradable race.
● With this type of seal, air pressure on one side of the seal leaks past each fin,
decreasing the air pressure at each fin.
● By the time the air reaches the opposite side of the seal, its pressure is near
zero. Therefore, the positive pressure prevents oil from leaking past the seal
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● Helical seals are similar to labyrinth seals except the helical seals depend on
reverse threading to stop oil leakage. Carbon seals are completely different in
that they are spring-loaded to hold the carbon ring against the rotating shaft,
much like carbon brushes in an electric motor.
AUXILIARY POWER UNITS

● Turbine powered transport aircraft require large amounts of power for starting and operation.
● For example, large amounts of electrical power are sometimes needed for passenger amenities
such as lighting, entertainment, and food preparation.
● In addition, engine starting and ground air conditioning require a high-pressure, high-volume
pneumatic air source that frequently is not available at remote airports.
● To meet these demands for ground power when the aircraft engines are not running, most
large turbine aircraft are equipped with auxiliary power units, or APUs.
AUXILIARY POWER UNITS

● A typical APU consists of a small turbine power-plant driving an electric

generator identical to those mounted on the aircraft's engines.
● In addition, an APU's compressor supplies bleed air to a load compressor for
heating, cooling, anti-ice, and engine starting.
● As with any other gas turbine As with any other gas turbine
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● An APU is typically started using its own electric starter motor and aircraft
battery power. With fuel supplied from one of the aircraft's main fuel tanks, an
APU can start, provide electric power, heat or cool the cabin, and start the main
engines without the aid of any ground or portable power source.
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● After an APU is started, it runs at its rated speed regardless of the electrical and pneumatic loads
imposed.
● To do this, however, an APU's fuel control unit must automatically adjust the fuel flow.
● For example, if APU bleed air is used to start one of the aircraft's engines, the APU's fuel control unit
automatically meters enough extra fuel to satisfy the load increase, keeping the APU on-speed.
● A heavily loaded APU running near its maximum exhaust gas temperature is protected by a load
control valve that modulates the pneumatic load to maintain a safe operating temperature.
● Therefore, if the APU temperature approaches a critical level, the pneumatic load is automatically
reduced to prevent overheating.
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● To keep from damaging an APU, most manufacturers specify a cool-down
period before the APU may be shutdown.
● This cool-down period typically requires that the bleed valve be closed and the
exhaust gas temperature (EGT) stabilized.
● A typical cool-down period is three minutes. This minimizes the possibility of
thermal shock that can occur when a heavily loaded, hot APU engine is
abruptly shut down.