Lecture 4CBM Power Plant Description, Construction, Operation, Inspection and common remedies.

1. General. The nomenclature of engine is turbo shaft TB3-117BM. Here TB3 represents turbo shaft, 117 shows model and BM is the series. The turbo shaft engine features a free (power) turbine which is mechanically independent of the gas generator (gg) rotor. The power developed by free (power) turbine is transmitted to the main gearbox and constitute the effective power of the engine. This feature gives following advantages. a. Permits to obtain required rotational speed of the free (power) turbine (Nft) irrespective of the engine gas generator rotor rotational speed. (Ngg). b. Facilitates the cranking of gas generator rotor in the course of engine cranking. c. Permits to obtain optimum fuel flows at various operational conditions of the engine. d. Eliminates the need to incorporate a friction clutch in the helicopter power plant. 2. Major assemblies and Systems. a. Air Intake b. Axial flow compressor c. Combustion Chamber d. Turbine assembly e. Exhaust Section f. Accessory drives g. Oil and Breathing System h. Fuel System i. Air Off take System j. Engine monitoring Systems k. Starting System 3. Operation. The air entering the engine inlet passes through the housing of the first support assembly and flows into the compressor. Inside the compressor the sir is compressed and then admitted into the combustion chamber wherein it gets mixed with the fuel atomized by the fuel nozzles to produce a fuel air mixture. As the result of the combustion of fuel air mixture, the temperature of the gas flow rises. The gas is then delivered to the compressor turbine where the energy of the gases is converted into mechanical work used for driving the compressor rotor and engine accessories. Then the gases flow into the free turbine. The torque produced by the free turbine is transmitted to the main gearbox. On passing the free turbine, the gases decelerate in the exhaust stack and discharge into atmosphere. 3. Air Intake. The type is bell mouth. 4. Axial Flow Compressor. It is 12 stages axial flow compressor. The compressor rotor is drum and disc structure. It incorporates following. a. VIGVs. Stator of first stage is called VIGV.

VGV. 2, 3, 4 and 5 stages are also variable but they are called VGVs. Axial flow has a tendency to stall. To counter this first stage stators are kept variables. c. Guide Vanes. 6-12 stages are fixed guide vanes. 7th stage is prone to stalling. To counter this two air bleed valves are provided at this stage. At this same stage a flange has also been provided for inspection purpose. 5. Diffuser. End of compressor, which transfers air to combustion chamber, is called diffuser. 6. Combustion Chamber. It is of annular type and incorporates outer and inner diffuser casings, a flame tube and a fuel manifold comprising twelve nozzles. The fuel nozzles are of a two jet, duplex, centrifugal type. 25% air flow is used for burning. Rest 75% is used for cooling. 7. Turbine assembly. It includes a compressor turbine and a free (power) turbine mechanically independent of each other. a. Compressor Turbine. It is axial flow two stage unit and consists of a stator and rotor. The stator consists of a casing, two nozzle guide vanes ( NGV) assemblies. Compressor turbine is used to drive accessory gear box and compressor. b. Power Turbine. It is also an axial flow two stage unit comprising a stator and rotor. It consists of a casing, two NGV assemblies and two outer rings surrounding the rotors blades. The power of the free turbine is transmitted to the coupling shaft via splines made in the stage 2 disc extensions. 8. Exhaust Stack. It serves to discharge the air into the atmosphere.

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LUBRICATION SYSTEM
1. General. It is open loop type employing forced feed oil circulation. It is intended for lubrication and heat rejection from the bearings of all support assemblies, drives and gearings of the engine as well as for venting engine support assembly. 2. Components. It consists of following components. a. An oil filter b. Oil Pump c. External drive gear box scavenge pump d. Cutoff valve e. Breather f. Chip Detector g. Scavenge system bypass valve. h. Protective Filter i. Air-co0led oil cooler j. Oil tank with expansion tank

k. Low oil pressure switch l. Piping. 3. Oil Filter. The purpose of oil filter is to clean the oil supplied to the friction surfaces of the engine from the pressure section of the oil pump block. It is attached to the lower portion of the external drive gearbox at its right hand side. 4. Oil Pump Block. Its purpose is to built and maintains the oil pressure in the pressure line of the oil system within the pre-set limits and to scavenge the oil from the engine support assemblies and internal drive gearbox. 5. External Drive Gear Box Oil Scavenge Pump. The pump intended to scavenge the oil from the external drive gearbox is attached to the front portion of the external drive gearbox at its right hand side (looking forward). 6. Cutoff Valve. It is designed to prevent the oil from overfilling the fourth and fifth support assemblies and flowing into the exhaust stack in the course of the coast down of the free turbine rotor. 7. Breather. Its purpose is to produce a required degree of rare fraction in the external drive gearbox in order to ensure functioning of the fuel accessories and carbon seal of first support assembly. 8. Oil Chip detector. It serves to produce a timely warning about presence of ferromagnetic particles in the engine oil. The chip detector is fitted in the helicopter pipe returning oil into the air-cooled oil cooler. 9. Scavenge System Bypass Valve. It is intended to bypass the oil scavenged from the engine rear support assemblies past the air cooled oil cooler in order to ensure the required pressure in the oil scavenge line. 10. Protective Filter. It serves to prevent ingress of large particles into the oil scavenge pumps of the oil pump block. It comprises bowl gauze with 1000 micron. 11. Air Cooled Oil Cooler. It ensures the cooling of the oil passed through the engine with the aid of the air supplied from the special blower. It serves as a container for oil. An expansion tank is fitted with oil tank to provide it vent. 12. Low Oil Pressure Switch. It serves to produce an electrical signal whenever the oil gauge pressure inside the engine oil system drops to a level of 2.5 kgf / cm2 13. Operation Of Oil System. It is covered under following headings. a. Supply System. The oil is supplied from the oil tank to the connection A on the pressure pump of the oil pump block. From the oil pump the oil is pressure fed via a pipe to the oil filter. After passing oil filter it is supplied to (1) Along two passages made in the external drive gearbox to lubricate the external drive gearbox, the front support assembly and the internal drive gearbox. (2) Via the connection of the oil filter along the external pipes to provide lube oil to the second, third, fourth and fifth support assemblies, the free turbine speed governor drive, the air starter and the sliding bearings of the oil pump block reduction gear.

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The pressure lines terminate in oil jets provided with metered orifice. The preset pressure in the pressure line is maintained by a pressure reducing valve fitted within the housing of the pressure pump. Scavenge System. The oil is scavenged from the first support assembly and the internal drive gearbox by means of the OH-1 and OH-2 pumps, from the second support assembly by means of the OH-4 pump, from the third support assembly by means of the OH-3 pump, from the fourth and fifth support assembly by means of OH-5 pump via the protective filter, and from the external drive gear box via OH-6. The oil is supplied from the OH-3, OH-4 and OH-5 oil scavenge pumps via the shut-off valve 3K-1 and bypass valve into the air-cooled oil cooler for cooling and then further on into oil tank. Whenever the back pressure at the outlet of oil scavenge pump comes to exceed the permissible value, the bypass valve ensures the by passing of some oil into the oil tank past oil cooler, thus reducing the back pressure at the outlet of scavenge pumps of the oil pump block. The oil from the OH-1, OH-2 and OH-6 is directly supplied into the oil tank bypassing the air-cooled oil cooler. To improve the oil scavenge from the fourth and fifth support assemblies in the course of the coast down period of the engine rotors, the pipe supplying oil to fourth and fifth support assemblies incorporates a cutoff valve which cuts off the oil flow to the support assemblies at the coast down and starting as soon as the oil pressure differential across the valve reaches a level of 0.35 kgf/cm2. Shut Off valves Utility. To prevent the oil escape from the oil tank into the engines at a standstill, the oil is scavenged from the first support assembly and internal drive gear box into the top portion of the oil tank via a pipe and, apart from this, the shut off valve 3K-2 and 3K-1 are fitted at the outlet of the pressure and scavenge pumps of the oil pump block. Oil Pressure and Outlet Oil Temperature Measurement. The measurement of oil pressure in the pressure line and the engine outlet oil temperature is taken in order to monitor the functioning of the engine oil system. The oil pressure is measured in the pipe supplying oil to the fourth and fifth support assemblies aft the cutoff valve. The engine outlet temperature is measured in the oil scavenge line upstream of the air-cooled oil cooler. Breathing. The breathing of the oil chambers of the engine support assemblies is effected by means of scavenging the oil-air emulsion with the aid of the oil scavenge pumps into the oil tank, which is vented via the expansion tank to the atmosphere. The breathing of the external drive gearbox is affected via a breather pipe to the atmosphere.

ENGINE FUEL SYSTEM

1. General. The purpose of the engine fuel system is to a. clean fuel, b. to supply and control the fuel flow (Gf) into the engine combustion chamber, c. to effect control over the compressor control system, and d. To disengage the air starter. Fuel system comprises the following a. Low Pressure Fuel System. b. A Main Fuel System. c. A Compressor turbine Inlet gas temperature (TIT) limiting system. d. A free turbine protection System. e. A drain System. f. Piping. Low Pressure fuel System. a. Purpose. It raises the fuel pressure, to clean the fuel and supply it into the main fuel system. b. Components. (1) Centrifugal Fuel Pump. (2) Fuel Filter (3) Pipes. c. Description And Operation. (1) Centrifugal Fuel Pump. Its purpose is to ensure thee required fuel pressure at the inlet to the FCU. The pump torsion shaft receives drive from engine external gearbox. It is fitted on the front left side of the engine external drive gearbox. Delivery rate and other specifications are given on 073.11.01 page 01. (2) Fuel Filter. It serves to clean the fuel supplied to the FCU inlet of foreign particles. The fuel filter of the engine is mounted on the left-hand side (looking forward) of the engine first support assembly housing and attached to it by two studs. Details on 073.11.04 page 1. Nominal Filtering Rate. .016 mm Absolute Filtering Rate. .025 mm Warning Light .4 +_ .08 kgf/cm2 By Pass .7+.1 kgf/cm2 .5+.2 kgf/cm2

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