Engine Systems

Total Page:16

File Type:pdf, Size:1020Kb

Engine Systems TRAINING MANUAL CFM56-5A ENGINE SYSTEMS APRIL 2000 CTC-045 Level 4 EFG CFM56-5A TRAINING MANUAL ENGINE SYSTEMS Published by CFMI CFMI Customer Training Center CFMI Customer Training Services Snecma (RXEF) GE Aircraft Engines Direction de l’Après-Vente Civile Customer Technical Education Center MELUN-MONTEREAU 123 Merchant Street Aérodrome de Villaroche B.P. 1936 Mail Drop Y2 77019 - MELUN-MONTEREAU Cedex Cincinnati, Ohio 45246 FRANCE USA EFFECTIVITY GENERAL Page 1 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL THIS PAGE INTENTIONALLY LEFT BLANK EFFECTIVITY GENERAL Page 2 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, no update service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consult pertinent maintenance publications. The information (including technical data) contained in this document is the property of CFM International (GE and SNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license. Therefore, none of the information may be disclosed to other than the recipient. In addition, the technical data therein and the direct product of that data, may not be diverted, transferred, re-exported or disclosed in any manner not provided for by the license without prior written approval of both the U.S. Government and CFM International. COPYRIGHT 1998 CFM INTERNATIONAL EFFECTIVITY GENERAL Page 3 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL THIS PAGE INTENTIONALLY LEFT BLANK EFFECTIVITY GENERAL Page 4 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL TABLE OF CONTENTS EFFECTIVITY CONTENTS Page 1 ALL CFM56-5A ENGINES FOR A319-A320 ENGINE SYSTEMS April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL Chapter Section Page Table of contents 1 to 4 Lexis 1 to 8 Intro 1 to 14 ECU 73-21-60 Electronic control unit 1 to 22 Sensors 1 to 42 Harnesses 73-21-50 Engine wiring harnesses 1 to 8 Starting & ignition 80-00-00 Starting system 1 to 8 80-11-10 Pneumatic starter 1 to 8 80-11-20 Starter air valve 1 to 12 74-00-00 Ignition 1 to 14 Power management & fuel control 1 to 10 EFFECTIVITY CONTENTS Page 2 ALL CFM56-5A ENGINES FOR A319-A320 ENGINE SYSTEMS April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL Chapter Section Page Fuel 73-11-00 Fuel distribution 1 to 6 73-11-10 Fuel pump 1 to 24 79-21-20 Main oil / fuel heat exchanger 1 to 6 73-11-20 Servo fuel heater 1 to 4 73-21-18 Hydromechanical unit 1 to 50 73-30-11 Fuel flow transmitter 1 to 6 73-11-45 Fuel nozzle filter 1 to 4 73-11-70 Burner staging valve 1 to 14 73-11-40 Fuel nozzle 1 to 12 73-11-63 IDG oil cooler 1 to 4 73-11-50 Fuel return valve 1 to 10 Geometry control 75-30-00 Variable geometry control system 1 to 4 75-31-00 Variable bleed valve 1 to 18 75-32-00 Variable stator vane 1 to 12 Clearance control 75-21-00 High pressure turbine clearance control 1 to 10 75-22-00 Low pressure turbine clearance control 1 to 10 EFFECTIVITY CONTENTS Page 3 ALL CFM56-5A ENGINES FOR A319-A320 ENGINE SYSTEMS April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL Chapter Section Page Oil 79-00-00 Oil general 1 to 10 79-11-00 Oil tank 1 to 6 79-20-00 Anti-siphon 1 to 4 79-21-10 Lubrication unit 1 to 14 79-30-00 Oil indicating components 1 to 4 79-31-00 Oil quantity transmitter 1 to 4 79-32-00 Oil temperature sensor 1 to 4 79-33-00 Oil pressure transmitter and oil low pressure switch 1 to 6 71-70-00 Power Plant Drains 1 to 8 Thrust reverser 78-30-00 Thrust reverser 1 to 10 Indicating 77-00-00 Indicating system 1 to 24 77-00-00 Centralized Fault and Display Unit (CFDS) 1 to 6 Vibration sensing 77-31-00 Vibration sensing 1 to 14 77-31-00 Aircraft Integrated Data System (AIDS) 1 to 4 EFFECTIVITY CONTENTS Page 4 ALL CFM56-5A ENGINES FOR A319-A320 ENGINE SYSTEMS April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL ABBREVIATIONS & ACRONYMS EFFECTIVITY LEXIS Page 1 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL A BSI BORESCOPE INSPECTION A/C AIRCRAFT BSV BURNER STAGING VALVE AC ALTERNATING CURRENT BVCS BLEED VALVE CONTROL SOLENOID ACARS AIRCRAFT COMMUNICATION ADDRESSING and REPORTING SYSTEM C ACMS AIRCRAFT CONDITION MONITORING CBP (HP) COMPRESSOR BLEED PRESSURE SYSTEM CCDL CROSS CHANNEL DATA LINK ACS AIRCRAFT CONTROL SYSTEM CCFG COMPACT CONSTANT FREQUENCY ADC AIR DATA COMPUTER GENERATOR ADEPT AIRLINE DATA ENGINE PERFORMANCE CCU COMPUTER CONTROL UNIT TREND CCW COUNTER CLOCKWISE ADIRS AIR DATA AND INERTIAL REFERENCE CDP (HP) COMPRESSOR DISCHARGE SYSTEM PRESSURE AGB ACCESSORY GEARBOX CFDIU CENTRALIZED FAULT DISPLAY AIDS AIRCRAFT INTEGRATED DATA SYSTEM INTERFACE UNIT ALF AFT LOOKING FORWARD CFDS CENTRALIZED FAULT DISPLAY SYSTEM ALT ALTITUDE CFMI JOINT GE/SNECMA COMPANY (CFM AMB AMBIENT INTERNATIONAL) AMM AIRCRAFT MAINTENANCE MANUAL Ch A channel A AOG AIRCRAFT ON GROUND Ch B channel B APU AUXILIARY POWER UNIT CMC CENTRALIZED MAINTENANCE ARINC AERONAUTICAL RADIO, INC. COMPUTER (SPECIFICATION) CMM COMPONENT MAINTENANCE MANUAL ATA AIR TRANSPORT ASSOCIATION CG CENTER OF GRAVITY ATHR AUTO THRUST cm.g CENTIMETER x GRAMS ATO ABORTED TAKE-OFF CHATV CHANNEL ACTIVE CIP(HP) COMPRESSOR INLET PRESSURE B CIT(HP) COMPRESSOR INLET TEMPERATURE BITE BUILT IN TEST EQUIPMENT CODEP HIGH TEMPERATURE COATING BMC BLEED MONITORING COMPUTER CPU CENTRAL PROCESSING UNIT EFFECTIVITY LEXIS Page 2 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL CRT CATHODE RAY TUBE EICAS ENGINE INDICATING AND CREW CSD CONSTANT SPEED DRIVE ALERTING SYSTEM CSI CYCLES SINCE INSTALLATION EIS ELECTRONIC INSTRUMENT SYSTEM CSN CYCLES SINCE NEW EIU ENGINE INTERFACE UNIT Cu.Ni.In COPPER.NICKEL.INDIUM EMF ELECTROMOTIVE FORCE CW CLOCKWISE EMI ELECTRO MAGNETIC INTERFERENCE EMU ENGINE MAINTENANCE UNIT D E(E)PROM (ELECTRICALLY ERASABLE DAC DOUBLE ANNULAR COMBUSTOR PROGRAMMABLE READ ONLY MEMORY DC DIRECT CURRENT ESN ENGINE SERIAL NUMBER DCU DATA CONVERSION UNIT DISC DISCRETE F DIU DIGITAL INTERFACE UNIT FAA FEDERAL AVIATION AGENCY DMC DISPLAY MANAGEMENT COMPUTER FADEC FULL AUTHORITY DIGITAL DMU DATA MANAGEMENT UNIT ENGINE CONTROL DPU DIGITAL PROCESSING MODULE FAR FUEL/AIR RATIO DRT DE-RATED TAKE-OFF FDRS FLIGHT DATA RECORDING SYSTEM FEIM FIELD ENGINEERING INVESTIGATION E MEMO EBU ENGINE BUILDUP UNIT FFCCV FAN FRAME/COMPRESSOR CASE ECAM ELECTRONIC CENTRALIZED AIRCRAFT VERTICAL (VIBRATION SENSOR) MONITORING FI FLIGHT IDLE (F/I) ECU ELECTRONIC CONTROL UNIT FLA FORWARD LOOKING AFT EFH ENGINE FLIGHT HOURS FLX TO FLEXIBLE TAKE-OFF EFIS ELECTRONIC FLIGHT INSTRUMENT FMGC FLIGHT MANAGEMENT AND GUIDANCE SYSTEM COMPUTER EGT EXHAUST GAS TEMPERATURE FMS FLIGHT MANAGEMENT SYSTEM EFFECTIVITY LEXIS Page 3 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL FMV FUEL METERING VALVE HPTCCV HIGH PRESSURE TURBINE FOD FOREIGN OBJECT DAMAGE CLEARANCE CONTROL VALVE FPA FRONT PANEL ASSEMBLY HPTR HIGH PRESSURE TURBINE ROTOR FPI FLUORESCENT PENETRANT Hz HERTZ (CYCLES PER SECOND) INSPECTION FRV FUEL RETURN VALVE I FWC FAULT WARNING COMPUTER IDG INTEGRATED DRIVE GENERATOR FWD FORWARD ID PLUG IDENTIFICATION PLUG IFSD IN FLIGHT SHUT DOWN G IGB INLET GEARBOX GE GENERAL ELECTRIC IGN IGNITION GEM GROUND-BASED ENGINE MONITORING IGV INLET GUIDE VANE GI GROUND IDLE (G/I) in. INCH g.in GRAM x INCHES I/O INPUT/OUTPUT GMT GREENWICH MEAN TIME IOM INPUT OUTPUT MODULE GSE GROUND SUPPORT EQUIPMENT IR INFRA RED H K HCF HIGH CYCLE FATIGUE K X 1000 HDS HORIZONTAL DRIVE SHAFT HMU HYDROMECHANICAL UNIT L HP HIGH PRESSURE lbs. POUNDS, WEIGHT HPC HIGH PRESSURE COMPRESSOR LCF LOW CYCLE FATIGUE HPCR HIGH PRESSURE COMPRESSOR ROTOR LE (L/E) LEADING EDGE HPSOV HIGH PRESSURE SHUTOFF VALVE L/H LEFT HAND HPT HIGH PRESSURE TURBINE LP LOW PRESSURE HPTC HIGH PRESSURE TURBINE CLEARANCE LPC LOW PRESSURE COMPRESSOR HPT(A)CC HIGH PRESSURE TURBINE (ACTIVE) LPT LOW PRESSURE TURBINE CLEARANCE CONTROL LPTC LOW PRESSURE TURBINE CLEARANCE EFFECTIVITY LEXIS Page 4 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL LPT(A)CC LOW PRESSURE TURBINE (ACTIVE) N2 (NH) HIGH PRESSURE ROTOR ROTATIONAL CLEARANCE CONTROL SPEED LPTR LOW PRESSURE TURBINE ROTOR N2ACT ACTUAL N2 LRU LINE REPLACEABLE UNIT NVM NON VOLATILE MEMORY LVDT LINEAR VARIABLE DIFFERENTIAL TRANSFORMER O OAT OUTSIDE AIR TEMPERATURE M OGV OUTLET GUIDE VANE MO AIRCRAFT SPEED MACH NUMBER OSG OVERSPEED GOVERNOR MCD MAGNETIC CHIP DETECTOR MCDU MULTIPURPOSE CONTROL AND P DISPLAY UNIT P0 AMBIENT STATIC PRESSURE MCL MAXIMUM CLIMB P25 HP COMPRESSOR INLET TOTAL AIR MCT MAXIMUM CONTINUOUS TEMPERATURE MDDU MULTIPURPOSE DISK DRIVE UNIT PCU PRESSURE CONVERTER UNIT mm. MILLIMETERS PLA POWER LEVER ANGLE MMEL MAIN MINIMUM EQUIPMENT LIST PMC POWER MANAGEMENT CONTROL MTBF MEAN TIME BETWEEN FAILURES PMUX PROPULSION MULTIPLEXER MTBR MEAN TIME BETWEEN REMOVALS PS12 FAN INLET STATIC AIR PRESSURE PS13 FAN OUTLET STATIC AIR PRESSURE N PS3HP COMPRESSOR DISCHARGE STATIC AIR N1 (NL) LOW PRESSURE ROTOR PRESSURE ROTATIONAL SPEED psi POUNDS PER SQUARE INCH N1ACT ACTUAL N1 psia POUNDS PER SQUARE INCH N1DMD DEMANDED N1 ABSOLUTE N1CMD COMMANDED N1 psid POUNDS PER SQUARE INCH N1TARGET TARGETED FAN SPEED DIFFERENTIAL EFFECTIVITY LEXIS Page 5 ALL CFM56-5A ENGINES FOR A319-A320 April 00 CFMI PROPRIETARY INFORMATION EFG CFM56-5A TRAINING MANUAL psig POUNDS PER SQUARE INCH GAGE SER SERVICE EVALUATION REQUEST PSM POWER SUPPLY MODULE SFC SPECIFIC FUEL CONSUMPTION PSS (ECU) PRESSURE SUB-SYSTEM SG SPECIFIC GRAVITY PSU POWER SUPPLY UNIT SLS SEA LEVEL STANDARD PT TOTAL PRESSURE (CONDITIONS : 29.92 in.
Recommended publications
  • 852 Subpart D—Block Tests; Reciprocating Aircraft Engines
    § 33.37 14 CFR Ch. I (1–1–10 Edition) all attitudes that the applicant estab- installation on the engine must be es- lishes as those the engine can have tablished and recorded. when the aircraft in which it is in- [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] stalled is in the static ground attitude. (e) If provided as part of the engine, § 33.43 Vibration test. the applicant must show for each fluid (a) Each engine must undergo a vi- injection (other than fuel) system and bration survey to establish the tor- its controls that the flow of the in- sional and bending vibration character- jected fluid is adequately controlled. istics of the crankshaft and the pro- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as peller shaft or other output shaft, over amended by Amdt. 33–10, 49 FR 6851, Feb. 23, the range of crankshaft speed and en- 1984] gine power, under steady state and transient conditions, from idling speed § 33.37 Ignition system. to either 110 percent of the desired maximum continuous speed rating or Each spark ignition engine must 103 percent of the maximum desired have a dual ignition system with at takeoff speed rating, whichever is high- least two spark plugs for each cylinder er. The survey must be conducted and two separate electric circuits with using, for airplane engines, the same separate sources of electrical energy, configuration of the propeller type or have an ignition system of equiva- which is used for the endurance test, lent in-flight reliability. and using, for other engines, the same configuration of the loading device § 33.39 Lubrication system.
    [Show full text]
  • PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION for SUPERSONIC AIRCRAFT Paul J
    PROPULSION SYSTEM/FLIGHT CONTROL INTEGRATION FOR SUPERSONIC AIRCRAFT Paul J. Reukauf and Frank W. Burcham , Jr. NASA Dryden Flight Research Center SUMMARY The NASA Dryden Flight Research Center is engaged in several programs to study digital integrated control systems. Such systems allow minimization of undesirable interactions while maximizing performance at all flight conditions. One such program is the YF-12 cooperative control program. In this program, the existing analog air-data computer, autothrottle, autopilot, and inlet control systems are to be converted to digital systems by using a general purpose airborne computer and interface unit. First, the existing control laws are to be programed and tested in flight. Then, integrated control laws, derived using accurate mathematical models of the airplane and propulsion system in conjunction with modern control techniques, are to be tested in flight. Analysis indicates that an integrated autothrottle-autopilot gives good flight path control and that observers can be used to replace failed sensors. INTRODUCTION Supersonic airplanes, such as the XB-70, YF-12, F-111, and F-15 airplanes, exhibit strong interactions between the engine and the inlet or between the propul- sion system and the airframe (refs. 1 and 2) . Taking advantage of possible favor- able interactions and eliminating or minimizing unfavorable interactions is a chal- lenging control problem with the potential for significant improvements in fuel consumption, range, and performance. In the past, engine, inlet, and flight control systems were usually developed separately, with a minimum of integration. It has often been possible to optimize the controls for a single design point, but off-design control performance usually suffered.
    [Show full text]
  • Turbofan Engine Malfunction Recognition and Response Final Report
    07/17/09 Turbofan Engine Malfunction Recognition and Response Final Report Foreword This document summarizes the work done to develop generic text and video training material on the recognition and appropriate response to turbofan engine malfunctions, and to develop a simulator upgrade package improving the realism of engine malfunction simulation. This work was undertaken as a follow-on to the AIA/AECMA report on Propulsion System Malfunction Plus Inappropriate Crew Response (PSM+ICR), published in 1998, and implements some of the recommendations made in the PSM+ICR report. The material developed is closely based upon the PSM+ICR recommendations. The work was sponsored and co-chaired by the ATA and FAA. The organizations involved in preparation and review of the material included regulatory authorities, accident investigation authorities, pilot associations, airline associations, airline operators, training companies and airplane and engine manufacturers. The FAA is publishing the text and video material, and will make the simulator upgrade package available to interested parties. Reproduction and adaptation of the text and video material to meet the needs of individual operators is anticipated and encouraged. Copies may be obtained by contacting: FAA Engine & Propeller Directorate ANE-110 12 New England Executive Park Burlington, MA 01803 1 07/17/09 Contributing Organizations and Individuals Note: in order to expedite progress and maximize the participation of US airlines, it was decided to hold all meetings in North America. European regulators, manufacturers and operators were both invited to attend and informed of the progress of the work. Air Canada Capt. E Jokinen ATA Jim Mckie AirTran Capt. Robert Stienke Boeing Commercial Aircraft Van Winters CAE/ Flight Safety Boeing Capt.
    [Show full text]
  • GENERAL ENGINE BLEED Fokker 50
    Fokker 50 - Bleed Air System GENERAL Bleed-air is used for airconditioning, pressurization, airframe and engine air intake de-icing, and for pressurizing the hydraulic tank. Bleed-air is supplied by the engines. For aircraft equipped with APU On the ground bleed-air can be supplied by the APU for air conditioning. ENGINE BLEED Tappings Bleed-air is obtained via tappings on each engine, referred to as Low-Pressure (LP) bleed and High-Pressure (HP) bleed. LP-bleed is normally in use during flight. HP-bleed will be used at idling and low engine speeds, when LP-bleed is insufficient. The HP-bleed valve will open automatically provided the BLEED push button, located at the AIR CONDITIONING panel, is blank. Bleed-air from the HP-Bleed is prevented from flowing into the LP-bleed by a check valve. Duct leak detection A duct leak between the engine tappings and the firewall, resulting in a significant leakage of bleed-air, is monitored by the engine fire detection and warning system. Distribution Bleed-air from both engines is used to supply the following services: • Airframe, and engine air intake de-icing, see ICE AND RAIN PROTECTION • Hydraulic tank pressurization, see HYDRAULIC SYSTEM. • Airconditioning and pressurization, see below. • If mentioned in aircraft system deviation table: Watertank pressurization, see AIRCRAFT GENERAL. Page 1 Fokker 50 - Bleed Air System BLEED AIR FOR AIRCONDITIONING Supply Controls and indicators are located at the AIRCONDITIONING panel. Bleed-air is available when the engines are running and the BLEED push buttons are blank. When a BLEED push button is depressed to OFF, the Pressure Regulating/Shut-Off valve (PR/SO) and the HP- bleed valve close.
    [Show full text]
  • Safe Flight Autopower® for Hawker 800 Series Aircraft
    ® Safe Flight AutoPower For ® Hawker 800 Series Aircraft Chesterfield, MO 636-681-5600 Safe Flight AutoPower® Installed With Experience By West Star Aviation Safe Flight AutoPower® Installed With Experience By West Star Aviation The Mission To deliver the precise management of speed through the control of thrust during all phases of flight to maximize safety, performance and efficiency to the Hawker 800 series of aircraft. The Solution AutoPower® – the automatic throttle system (ATS) from Safe Flight Instrument Corporation. In cruise, the Auto Throttle system is continuously Safe Flight pioneered the development of automatic throttle technology which is now monitoring and adjusting the power levers to standard equipment on most large and medium business jets. AutoPower® systems and offset acceleration due to fuel burn. This results components from Safe Flight are installed on more than 9,000 corporate, commercial, in a fuel saving of 3% or more depending on the length of the flight. and military aircraft worldwide. The Benefits From takeoff to touchdown, AutoPower® ATS is designed to provide precise air speed control and engine target settings. The results are significant performance and safety advantages ranging from reduced crew workload and improved situational awareness to greater passenger comfort and increased aircraft value. Operators also report a 3.5 percent increase in range with the system by better controlling speed at cruise and maximizing fuel burn. The AutoPower® system manages engine power by automatically moving the thrust levers, When the flight crew selects a lower altitude on keeping the pilot aware of the adjustments at all times. Overriding the throttles never takes the Proline 21 system, the Auto Throttle system more force than when the system is not engaged.
    [Show full text]
  • Heavy-Fueled Intermittent Ignition Engines: Technical Issues
    Publications 9-2009 Heavy-Fueled Intermittent Ignition Engines: Technical Issues Jeffrey Arthur Schneider Embry-Riddle Aeronautical University Timothy Wilson Embry-Riddle Aeronautical University, [email protected] Christopher Griffis Peter Pierpont Follow this and additional works at: https://commons.erau.edu/publication Part of the Aeronautical Vehicles Commons, and the Propulsion and Power Commons Scholarly Commons Citation Schneider, J. A., Wilson, T., Griffis, C., & Pierpont,. P (2009). Heavy-Fueled Intermittent Ignition Engines: Technical Issues. , (). Retrieved from https://commons.erau.edu/publication/145 This Report is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Publications by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. DOT/FAA/AR-08/42 Heavy-Fueled Intermittent Air Traffic Organization NextGen & Operations Planning Ignition Engines: Office of Research and Technology Development Technical Issues Washington, DC 20591 September 2009 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J.
    [Show full text]
  • DNVGL-RU-SHIP-Pt4ch3 Rotating Machinery
    RULES FOR CLASSIFICATION Ships Edition July 2016 Part 4 Systems and components Chapter 3 Rotating machinery - drivers The content of this service document is the subject of intellectual property rights reserved by DNV GL AS ("DNV GL"). The user accepts that it is prohibited by anyone else but DNV GL and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV GL's prior written consent. DNV GL is not responsible for the consequences arising from any use of this document by others. The electronic pdf version of this document, available free of charge from http://www.dnvgl.com, is the officially binding version. DNV GL AS FOREWORD DNV GL rules for classification contain procedural and technical requirements related to obtaining and retaining a class certificate. The rules represent all requirements adopted by the Society as basis for classification. © DNV GL AS July 2016 Any comments may be sent by e-mail to [email protected] If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million.
    [Show full text]
  • Getting to Grips with A320 Family Performance Retention and Fuel Savings
    Flight Operations Support & Services Customer Services 1, rond-point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex FRANCE Telephone (+33) 5 61 93 33 33 65 getting to grips with A320 Family performance retention and fuel savings Issue 2 - January 2008 Getting to grips with A320 Family Performance Preface Retention and Fuel Saving TABLE OF CONTENTS 1 Scope .................................................................................................................... 4 2 Introduction....................................................................................................... 4 3 Industry issues................................................................................................. 9 3.1 Environmental Issues..........................................................................10 4 Initiatives ......................................................................................................... 12 4.1 Introduction ........................................................................................12 4.2 Operational Initiatives ........................................................................14 4.2.1 Aircraft operations ..............................................................................14 4.2.2 Cost index ...........................................................................................14 4.2.3 Fuel economy ......................................................................................15 4.2.3.1 Cruise speed.........................................................................................15
    [Show full text]
  • The Applicability of Electrically Driven Accessories for Turboshaft Engines
    E AMEICA SOCIEY O MECAICA EGIEES G 4 E. 4 S., Yr, .Y. 00 e Sociey sa o e esosie o saemes o oiios aace i aes o iscussio a meeigs o e Sociey o o is iisios o Secios, m ® o ie i is uicaios. iscussio is ie oy i e ae is u ise i a ASME oua. aes ae aaiae om ASME o mos ae e meeig. ie i U.S.A. Copyright © 1993 by ASME h Applblt f Eltrll rvn Ar fr rbhft Enn Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1993/78910/V03BT16A069/2403672/v03bt16a069-93-gt-313.pdf by guest on 26 September 2021 M. Simon Jarvis Warren J. Ostergren General Electric Aircraft Engines Lynn, Massachusetts Bert Smith Aviation Applied Technology Directorate U. S. Army Aviation and Troop Command Fort Eustis, Virginia Abstract more detailed description of the electric accessories and the engine Improved electrical power generation and actuation systems mounting, and electronics cooling considerations. Given the pre- offer new design approaches for performing the engine control and liminary design of an electric system, a trade study was completed accessory functions in helicopter propulsion systems. Present and the results are presented with a summary of the hardware helicopter technology utilizes turboshaft engines with mechanically experience. driven accessories. These accessories perform the functions of starting, fuel and lube pumping, variable stator actuation and inlet particle separation. This paperdiscusses the applicability of replacing Current Accessory Systems the mechanically driven accessories with their electrically driven Present gas turbine aircraft engines require control and accessory counterparts.
    [Show full text]
  • Wings Over the Bay NEW ZEALAND DIVISION Journal of the Bay of Plenty Branch of the NZ Division, Raes: 02-17 ______
    Wings Over the Bay NEW ZEALAND DIVISION Journal of the Bay of Plenty Branch of the NZ Division, RAeS: 02-17 __________________________________________________________________________________________ Welcome to the newsletter for the Bay of was reflected in a graphic which noted composites Plenty Branch, NZ Division, RAeS for February at 50% and metal content down to 20% on leading 2017 edges, engine pylon mounts and elsewhere. Engine cowls too are made from composites. Meeting Recap The February meeting of the Bay of Plenty Branch was held at the clubrooms of the Tauranga Gliding Club on the north west of Tauranga airfield. This was the same venue we had used for the Branch meeting and BBQ last year which was a great place for the AGM and accompanying lecture this year, titled: B787 Operations. The lecture was delivered by Owen Bieleski who holds an ATPL with military transport experience with the RNZAF before embarking on a commercial The extensive use of electric-based systems has career with major airlines overseas. Recently, he almost entirely replaced bleed-air and a good returned home with his family to Tauranga from number of hydraulic-based services. Flight Dubai, where he had flown all six variants B777 controls, too, use fly-by-wire (FBW) with no with Emirates. manual back-up. Owen suggested with the extent of the changes to electrically-based systems, the B787 is sometimes called the ‘electric jet’. Owen explained the B787 is a very different design to its predecessors, with a heavy emphasis on electrical powered systems and multiple layers of automatically managed redundancy. Pilots are alerted to most failures via the EICAS (Engine Indicating and Crew Alerting System) as a Warning, Owen Bieleski showing an RNZAF F27 – Friendship at the start of his Caution or Advisory.
    [Show full text]
  • Aircraft Engine Operation and Malfunction
    Airplane Turbofan Engine Operation and Malfunctions Basic Familiarization for Flight Crews Chapter 1 General Principles Introduction the flight crew's understanding and Today's modern airplanes are powered working knowledge of airplane turbine by turbofan engines. These engines are engine operation and malfunctions to the quite reliable, providing years of trouble- topics and depth covered here. Upon free service. However, because of the completing this material, flight crews rarity of turbofan engine malfunctions, should understand that some engine and the limitations of simulating those malfunctions can feel and sound more malfunctions, many flight crews have severe than anything they have ever felt unprepared to diagnose engine experienced; however, the airplane is malfunctions that have occurred. still flyable, and the first priority of the flight crew should remain "fly the The purpose of this text is to provide airplane." straightforward material to give flight crews the basics of airplane engine Propulsion operational theory. This text will also provide pertinent information about malfunctions that may be encountered during the operation of turbofan- powered airplanes, especially those malfunctions that cannot be simulated well and may thus cause confusion. While simulators have greatly improved pilot training, many may not have been programmed to simulate the actual noise, vibration and aerodynamic forces that certain malfunctions cause. In addition, Fig 1 showing balloon with no escape path for it appears that the greater the sensations, the air inside. All forces are balanced. the greater the startle factor, along with greater likelihood the flight crew will try Propulsion is the net force that results to diagnose the problem immediately from unequal pressures.
    [Show full text]
  • Hoofdblad IE 31 December 2020
    Nummer 53/20 31 december 2020 Nummer 53/20 2 31 december 2020 Inleiding Introduction Hoofdblad Patent Bulletin Het Blad de Industriële Eigendom verschijnt The Patent Bulletin appears on the 3rd working op de derde werkdag van een week. Indien day of each week. If the Netherlands Patent Office Octrooicentrum Nederland op deze dag is is closed to the public on the above mentioned gesloten, wordt de verschijningsdag van het blad day, the date of issue of the Bulletin is the first verschoven naar de eerstvolgende werkdag, working day thereafter, on which the Office is waarop Octrooicentrum Nederland is geopend. Het open. Each issue of the Bulletin consists of 14 blad verschijnt alleen in elektronische vorm. Elk headings. nummer van het blad bestaat uit 14 rubrieken. Bijblad Official Journal Verschijnt vier keer per jaar (januari, april, juli, Appears four times a year (January, April, July, oktober) in elektronische vorm via www.rvo.nl/ October) in electronic form on the www.rvo.nl/ octrooien. Het Bijblad bevat officiële mededelingen octrooien. The Official Journal contains en andere wetenswaardigheden waarmee announcements and other things worth knowing Octrooicentrum Nederland en zijn klanten te for the benefit of the Netherlands Patent Office and maken hebben. its customers. Abonnementsprijzen per (kalender)jaar: Subscription rates per calendar year: Hoofdblad en Bijblad: verschijnt gratis Patent Bulletin and Official Journal: free of in elektronische vorm op de website van charge in electronic form on the website of the Octrooicentrum
    [Show full text]