Analysis of an Aircraft Engine Start-Up Process on the Example of the Pzl

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Journal of KONES Powertrain and Transport, Vol. 21, No. 3 2014 ISSN: 1231-4005 e-ISSN: 2354-0133 ICID: 1133202 DOI: 10.5604/12314005.1133202 ANALYSIS OF AN AIRCRAFT ENGINE START-UP PROCESS ON THE EXAMPLE OF THE PZL-130 TC-II „ORLIK” TRAINING AIRCRAFT 0LURVáDZ.RZDOVNL Air Force Institute of Technology, Ksiecia Boleslawa Street 6, 01-494 Warsaw, Poland tel.: +48 22 6851101, fax: +48 22 8364471 e-mail: [email protected] Abstract The paper discloses the analysis of processes that take place during the start-up operation of the driving unit for the training aircraft of the TZL-130 TC-II Turbo-Orlik type. The aircraft is designed for selective and initial trainings at the Air Force SFKRRORI³/LWWOH(DJOHV´LQ'ĊEOLQ7KHGULYLQJXQLWFRPSULVHVWKHPT6A-25C turbo-propeller engine from Pratt & Whitney combined with the four-bladed airscrew from Hatzell. It is specifically mentioned that data for the analysis were sourced from the S2-3a on-board recorder of flight parameters manufactured by the Air Force Institute of Technology (AFIT). The analysis was carried out both during ground and flight tests. The paper briefly outlines general structures and operation principles of typical start-up systems with the focus to their key components. Attention is paid to how important it is to select an appropriate start-up system to match the specific aircraft type and the guideline parameters for selection that should be adhered to are specified. Also there are disclosed the key mathematical relationships that are indispensable to design start-up systems and to find out their basic characteristics. It is emphasized that the start-up operation must be considered as a non-stationary process that lasts from the standstill state of the engine until the moment when the minimum required rpm is reached, sufficient to generate necessary power of the engine. In addition, the attention is paid to the fact that the value of the engine acceleration is crucial to the achievable start-up time that is deemed as one of key parameters for all start-up systems. It is demonstrated that to achieve the required level of acceleration, it is necessary to secure the so called overhead of the engine power which needs constant flow of fuel and air into the combustion chamber of the engine. The last part of the paper comprises selected characteristic curves that were obtained from the analysis of the engine start-up processes both on ground and in flight. The final conclusions emphasize that the start-up system for the presented driving unit is really efficient and guarantees correct operation of the engine under any conditions. Keywords: diagnostics of aircraft engines, qualification tests of aircraft driving units 1. Introduction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³2UOLN´DLUFUDIWWKHVWDUWXSV\VWHPLVSRZHUHG E\DFRPELQHGVWDUWHUDQGJHQHUDWRULQVWDOOHGRQERDUGDVDSDUWRIWKH37$&WXUERSURSHOOHU HQJLQHIURP3UDWW :KLWQH\

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Analysis of an Aircraft Engine Start-Up Process on the Example of the PZL-130 TC-II „Orlik” Training Aircraft

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182

Analysis of an Aircraft Engine Start-Up Process on the Example of the PZL-130 TC-II „Orlik” Training Aircraft

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Analysis of an Aircraft Engine Start-Up Process on the Example of the PZL-130 TC-II „Orlik” Training Aircraft

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10 t [s] 0 1340 1345 1350 1355 1360 1365 1370 1375 1380 1385 1390 Fig. 16. Variations of the engine and airscrew rpm during the first restart

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10 t [s] 0 1590 1595 1600 1605 1610 1615 1620 1625 1630 Fig. 17. Variations of the engine and airscrew rpm during the second restart 100 n [%]

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Fig. 18. Course of changes in engine speed and propeller during start of the third (emergency)

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16 14

6 4

2 t [s] 0 1340 1345 1350 1355 1360 1365 1370 1375 1380 1385 1390 Fig. 19. Variations of the engine torque during the first restart

186

Analysis of an Aircraft Engine Start-Up Process on the Example of the PZL-130 TC-II „Orlik” Training Aircraft

10 TRQ [%] 9

1 t [s] 0 1590 1595 1600 1605 1610 1615 1620 1625 1630 Fig. 20. Variations of the engine torque during the second restart 20 TRQ [%]

16 14

6 4

2 t [s] 0 1830 1840 1850 1860 1870 1880 1890 1900 1910 Fig. 21. Variations of the engine torque during the third restart :LWKUHJDUGWRZDYHIRUPVRISRZHUGHYHORSHGE\WKHGULYLQJXQLWGXULQJVXEVHTXHQWUHVWDUWV WKHKLJKHVWMXPSRIWKHSRZHULVDFKLHYHGIRUUHJXODUVWDUWXS WKHILUVWUHVWDUW ,WFKLHIO\UHVXOWV IURPWKHWRUTXHWKDWLVGHYHORSHGZKHQWKHDLUVFUHZLVVSXQXSDQGWKHUDWHVRIWKHUSPJDLQIRUWKH HQJLQH±)LJ 470 N [kW]

450

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410

390

370

t [s] 350 1340 1345 1350 1355 1360 1365 1370 1375 1380 1385 1390 Fig. 22. Variations of the engine power during the first restart

187

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t [s] 0 1340 1345 1350 1355 1360 1365 1370 1375 1380 1385 1390 Fig. 23. Variations of exhaust gas temperature in between the turbines during the first restart :LWKUHJDUGWRG\QDPLFVRIJDLQIRULQGLYLGXDOSDUDPHWHUVWKHVFRSHRIWKLVSDSHULVOLPLWHG PHUHO\WRWKHSUHVHQWDWLRQRISKDVHGLDJUDPVIRUJDLQRIHQJLQHUSP7KHVHGLDJUDPVSUHVHQWUDWHV RIWKHHQJLQHUSPJURZWKZKLFKLVGLUHFWO\PDSSHGRQWRHIILFLHQF\RIWKHVWDUWXSSURFHVV)LJ

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188

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189