AGUSTA AB 139

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CHAPTER 76 - ENGINE CONTROLS

SECTION 76-10 - POWER CONTROL

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DESCRIPTION The Engine Control System is composed of two major components: an engine mounted Fuel Management Module( FMM) including fuel pumps and filter assembly, and an off- mounted Electronic Engine Control (EEC). The associated sensors, wiring harnesses and interfaced components complete the control system.

The pressurizing and shut-off valve blocks the fuel supplied to the nozzles until a predetermined pressure is achieved. A solenoid shutdown valve, through the OFF position of the ENG MODE switch in AUTO mode, provides one of the two independent means of shutting off fuel from the engine. The second is the ECL at the OFF position in MANUAL mode. In order to achieve automatic or manual engine running it is required that either controls must not be in the OFF position. Electronic Engine Control The EEC is a single channel control unit that in conjunction with the FMM and a network of sensors controls the engine gas generator and power turbine speeds in response to the load demanded by the rotorcraft's rotor system. The EEC provides electronic interface between the engine sensors and effectors as well as discrete and serial communication interfaces between the engine and rotorcraft. The EEC consists of two functionally independent subsystems, the control and Npt (Nf) limiter subsystems. The control sub-system interfaces with engine sensors as well as rotorcraft command signals to provide control of the fuel flow through the FMM torque motor such to keep constant Nf speed within ITT, Ng and Torque maximum limitation.

Fuel Management Module The FMM is an electro-hydromechanical unit that is driven by the engine Accessory Gearbox to modulate the engine fuel flow over the entire operational envelope of the engine. This unit supports both normal automatic and manual mechanical backup modes of operation. The FMM incorporates a low and a high fuel pump that delivers filtered, high pressure fuel to the metering portion of the unit. The pressurized fuel is routed to the fuel metering valve which is activated by the compressor delivery pressure (P3) and the torque motor controlled by the EEC in AUTO mode or the Ng governor cam in MANUAL mode using the Engine Control Lever (ECL).

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The Nf limiter sub-system provides independent limitation of inadvertent engine turbine overspeed. Both sub-systems are isolated from one another including separate power supplies and signal conditioning interfaces. The limiter sub-system is non-latching in operation and will engage the FMM overspeed valve solenoid when the Nf speed reaches 111% and reset the solenoid when Nf speed falls below 109%. OPERATION Normal Automatic Mode Normal automatic mode is the primary mode of operation which is achieved with the ENG MODE switch on the FLIGHT position and the ENG GOV switch on AUTO. In automatic mode the EEC provides automatic start, main rotor governing, torque/ interturbine temperature matching, OEI training capability over the entire operating envelope without exceeding limiting parameters. In automatic mode, control parameters from the engine and rotorcraft system are input to the EEC, which computes the desired fuel flow through a torque motor to set the position of the metering valve in the FMM. In automatic mode the manual backup, through hydromechanical devices inside the FMM and then not visible in the cockpit, continually tracks the actual Ng speed in order to minimize the change in engine power when a transfer to MANUAL mode will occur either intentionally or

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automatically; this condition is achieved if the ECL is on FLIGHT position. If the pilot selects the MANUAL mode or if a critical engine failure should occur, the mode select solenoid is de-energized (by the ENG GOV switch in the first case or by the EEC in the second) and the system reverts to the manual backup mode. Manual Backup Mode Manual mode is achieved with the ENG MODE on the IDLE or FLIGHT position, the ENG GOV switch on MAN and using the ENG TRIM selector to operate the Engine Control Lever. In manual mode the ECL sets the position of the 3D cam of the Ng speed governor to set the position of the metering valve in the FMM in order to match the power required for the load on the rotor. The minimum and maximum power allowable is reflected by the Ng speed governor min and max stops which are set at 68.6% and 106% at sea level ISA. Power turbine limitation is maintained, as long as the limiter sub-section and sensors are healthy, irrespective of operating mode. During manual mode starts the ECL is placed at FLIGHT position. In case of adverse starting conditions, engine start enrichment is available through the ECL advancement.

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CONTROLS AND INDICATIONS The engine controls are distributed as the following: the miscellaneous panel installed on the console the engine control panel installed on the console the engine control lever installed on the overhead the pilot and copilot collective grip. The miscellaneous panel provides the following functions: LD SHARE selector switch : TORQUE = the engine control system performs the torque matching TEMP = the engine control system performs the ITT matching NOTE The ZY green triangles are displayed on the left and right side of TQ or ITT legends on the MFD (Main page or Cruise page) in accordance with the selection. The Engine Control Panel provides the following functions: ENG 1 (2) MODE selector switch : OFF = when the N. 1 (2) engine not running or it shuts down the engine or during the N. 1 (2) engine dry motoring procedure when Manual selected. IDLE = allows the N. 1 (2) engine starting, the minimum on ground (65% Npt)) and the N. 1 (2) engine stabilization for a period of 60 sec during the shut down phase; during the N. 1 (2) engine wet motoring procedure both Auto and Manual mode. FLT = allows the N. 1 (2) engine quick starting at the flight nominal speed (100% NF).

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OEI TNG electrical self-retaining switch : Central position = OEI TNG function deactivated. # 1 position = the N. 1 engine goes to TRAINING mode, while the N. 2 engine goes to STANDBY mode (90% NF). # 2 position = the N. 2 engine goes to TRAINING mode, while the N. 1 engine goes to STANDBY mode (90% NF). NOTE The OEI TNG is disabled or cancelled if some operative conditions are missing and the selfretaining switch centers automatically. The Engine Control Lever provides the following functions: ENGINE N. 1 (2) START pushbutton switch : when pressed the N. 1 (2) engine starting / dry motoring / wet motoring is engaged in Manual mode. E.C.L. position : OFF = when the N. 1 (2) engine not running; or when the N. 1 (2) engine shuts down in Manual mode; or during the N. 1 (2) engine dry motoring procedure in Manual mode. MIN = the N. 1 (2) engine running at 65% 1% NF in Manual mode. NOTE This position is provided with a mechanical latch. Pull the lever before leaving the MIN position. FLIGHT = the N. 1 (2) engine running at 100% NF both Auto and Manual mode.

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NOTE 1. The FLIGHT position must always be set during the Auto mode operation. NOTE 2. This position is provided with an electro-magnetic latch. This latch is removed when the ENG 1/2 GOV AUTO/MANUAL selector switch is set to MANUAL. NOTE 3. An optical sensor is installed inside the lever to detect if the lever is out of FLIGHT position in AUTO mode. When this condition exists, a caution alarm is displayed in the CAS. MAX = allows engine maximum power when the Manual mode is operative. The pilot and copilot collective grips provide the following functions: ENG 1 (2) GOV AUTO/MANUAL selector switch : AUTO = allows the N. 1 (2) engine automatic starting / wet motoring / dry motoring and provides the N. 1 (2) engine automatic control. MANUAL = allows the N. 1 (2) engine manual starting / wet motoring / dry motoring and provides the N. 1 (2) engine manual control. NOTE When in Manual mode, the amber legend MAN in reverse video is displayed on the left side of the TQ scale (MFD - Main and Cruise pages) and PI scale (PFDs). The legend flashes for 5 sec before being displayed steady state in amber.

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ENG 1 (2) TRIM selector : + (up) = controls the N. 1 (2) ECL movement towards the MAX position when in Manual mode. (down) = controls the N. 1 (2) ECL movement towards the MIN position when in Auto/Manual mode. NOTE In Auto mode the selector is still operative but with a reduced range between FLIGHT and MIN. However this procedure is not standard because the ECL is out of FLIGHT position requested during normal operation. TQ LIM pushbutton switch : when pressed the torque limiter function is activated, the AEO ENGINE TOTAL TORQUE is limited to a combined torque value of 228%. The OEI ENGINE TORQUE is not affected when pressed a second time, the torque limiter function is deactivated so full power is available from engines. NOTE When the torque limiter is activated, the advisory message TQ LIMITER ON is displayed in the CAS. 100% / 102% RPM selector switch : 100% = set the NR / NF to 100% 102% = set the NR / NF to 102% NOTE This last operation is provided by the pilot collective grip only.

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MAINTENANCE INFORMATION The circuit breaker panel must be removed in order to connect / disconnect the engine control cables from the engine control levers. The position of the plates securing the engine control cables to the engine control levers must be recorded before removal. The adjustment of the engine control cables is required after replacement of the engine control lever assembly, engine control cable, engine control converter, engine control converter bracket. The routing of the engine control cables must be recorded before removal. The adjustment of the engine control cable is carried out by: Rig the engine control converter to the FLIGHT position with a centering pin Connect the cable end to the engine control converter (if installing a new cable otherwise disconnect the cable from the engine control lever) Set the engine control lever at FLIGHT position Connect and adjust the cable rod end to the engine control lever using the cable adjustment nut as necessary Make sure you can see the thread of the control cable rod end through the inspection hole otherwise adjust the cable attachment to the structure using the attachment adjustment nut as necessary

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The plates securing the engine control cables must be installed at the middle of the slot of the power control lever (in case of engine control cable replacement). Their position can be changed to adjust the cable travel against stops. The position of the shims between the engine control converter and the engine control converter bracket must be recorded. Shims must be adjusted if the movement of the engine control converter shaft is not free and smooth after engine control converter replacement. The engine control converter must be removed with the engine control lever in FLIGHT position. The engine control converter must be installed aligning the reference key on the FMM shaft with the reference key on the engine control converter shaft. Make sure that the teeth of the two shafts are correctly and fully engaged. An operation test of the Electronic Engine Control must be carried out after replacement. LVDTs removal is carried out with the collective flight control rigged at the mixing unit. Adhesive tape under clamps surfaces must be renewed after removal.

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SAFETY PRECAUTIONS The solvent is a dangerous material. Make sure that you know all the safety precautions and first aid instructions for the solvent. Make sure that you obey all applicable precautions when you use compressed air. SPECIAL TOOLS / TEST EQUIPMENT Engine control converter rigging pin Mixing unit collective rigging pin (part of Flight controls adjustment tool kit).

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LEADING PARTICULARS
Electronic engine control N. 1 Nominal supply voltage ............................................64 VAC 3 from PMA when NG>40% (primary power source) Nominal supply voltage .............................. 28 VDC ESS. No. 1 (secondary power source) Nominal supply voltage ............................................64 VAC 3 from PMA when NG>40% (primary power source) Nominal supply voltage .............................. 28 VDC ESS. No. 2 (secondary power source)

Electronic engine control N. 2

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ENGINE CONTROLS OPERATION SCHEMATIC

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PILOT COLLECTIVE GRIP GENERAL LAYOUT

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J40 GSE INTERFACE CONNECTOR

ELECTRONIC ENGINE CONTROL N 2

ELECTRONIC ENGINE CONTROL N 1

RIGHT E-E BAY LEFT E-E BAY

TM-39-76-10-002

ELECTRONIC ENGINE CONTROLS COMPONENT LOCATION

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ENGINE CONTROLS (SHEET 1 OF 3)

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ENGINE CONTROLS (SHEET 2 OF 3)

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ENGINE CONTROLS (SHEET 3 OF 3)

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NOTE

The baseline of the NG, ITT, TQ and Triple Tachometer indications is green all the times, even when the pointers are amber or red.

ENGINE INDICATING (SHEET 1 OF 3)

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NOTE

The above legends are displayed when the OEI condition exists or the OEI Training is selected by the pilot and authorized by the EECs. See Section 77-40 INTEGRATED ENGINE INSTRUMENT SYSTEMS for details.

ENGINE INDICATING (SHEET 2 OF 3)

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ENGINE INDICATING (SHEET 3 OF 3)

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ENGINE CONTROL LEVER ASSEMBLY - REMOVAL / INSTALLATION

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ENGINE CONTROL CABLE - REMOVAL / INSTALLATION

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ENGINE CONTROL CONVERTER - REMOVAL / INSTALLATION (SHEET 1 OF 2)

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ENGINE CONTROL CONVERTER - REMOVAL / INSTALLATION (SHEET 2 OF 2)

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CONNECTOR J2 ELECTRICAL CONNECTOR P2 BONDING CABLE MOUNT

D AR W R FO

BOLT CONNECTOR J1 ELECTRICAL CONNECTOR P1

ELECTRONIC ENGINE CONTROL

TM-39-76-10-014

ELECTRONIC ENGINE CONTROL - REMOVAL / INSTALLATION

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LVDTS - REMOVAL / INSTALLATION

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ENGINE N. 1 CONTROLS BLOCK DIAGRAM INTERFACE

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SPECIAL TOOLS / TEST EQUIPMENT

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