Treinamento Arriel 1

Training information only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOREWORD page)



ARRIEL 1
Training Notes
1st line maintenance course
This document is intended to assist a TURBOMECA-qualified instructor in teaching

basic information related to the operation and maintenance of the ARRIEL 1
turboshaft engines.
It is a training aid and should only be used to support the training course to which
it refers, and only by a person attending such training. It must not be used in any
other circumstances.
It will not be updated and should not be relied upon for the maintenance or repair of
ARRIEL 1 engines. Only the current approved TURBOMECA maintenance technical
publications should be used for such purposes.
The acquisition of this document does not constitute proof of official formal training. Only
completion of a course delivered by a TURBOMECA-qualified instructor can lead to the
issuance of a TURBOMECA-recognised training certificate stating, when applicable, a
successful result.
Turbomeca Training - April 2012
This document is the property of TURBOMECA and it may not be copied without the express written authority of TURBOMECA.
Turbomeca Training is a registered Trademark.
For training purposes only
Copyright - Turbomeca Training
Edition: April 2012
0.1
FOREWORD


FOREWORD
ARRIEL 1
Training Notes
0 - Foreword
1 - Introduction
2 - Power plant
3 - Engine
4 - Oil system
5 - Air system
6 - Fuel system
8 - Measurement and indicating

systems
9 - Starting system
10 - Electrical system
11 - Engine installation
12 - Troubleshooting
13 - Checking of knowledge
7 - Control system

Edition: April 2012
0.2
SUMMARY


SUMMARY
ARRIEL 1
Training Notes
0 - FOREWORD
3 - ENGINE
- Foreword........................................... 0.1
- Summary........................................... 0.2
- Table of contents............................... 0.3
- List of abbreviations.......................... 0.7
- Conversion table............................... 0.10
1 - INTRODUCTION
- General information.......................... 1.2

- Training programme......................... 1.4 - 1.5
2 - POWER PLANT
- Power plant....................................... 2.2

- Principle of adaptation to the
helicopter.......................................... 2.8
- Main characteristics.......................... 2.10
- Design and development................. 2.14
- Maintenance.................................... 2.18 - 2.31

Edition: April 2012
- Engine presentation.......................... 3.2

- Axial compressor.............................. 3.6
- Centrifugal compressor..................... 3.8
- Combustion chamber........................ 3.10
- Gas generator turbine....................... 3.12
- Power turbine.................................... 3.14
- Exhaust system................................. 3.16
- Reduction gearbox............................ 3.18
- Transmission shaft and accessory
gearbox............................................. 3.20
- Engine - Operation........................... 3.32
- Engine - 1st line maintenance.......... 3.34 - 3.37
0.3
TABLE OF CONTENTS


TABLE OF CONTENTS
ARRIEL 1
Training Notes
TABLE OF CONTENTS
4 - OIL SYSTEM
- Oil system presentation................... 4.2

- Oil tank - Oil cooler - Oil pressure
transmitter........................................ 4.6
- Oil pumps.......................................... 4.8
- Oil filter.............................................. 4.10
- Oil filter pre-blockage indicator......... 4.14
- Low oil pressure switch..................... 4.16
- Electrical magnetic plugs.................. 4.18
- Mechanical magnetic plugs............... 4.20
- Scavenge strainers........................... 4.22
- Centrifugal breather.......................... 4.24
- Oil system - Operation...................... 4.26
- Oil pipes and ducts.......................... 4.28
- Oil system - 1st line maintenance.... 4.30 - 4.33

5 - AIR SYSTEM
- Air system presentation................... 5.2

- Internal air system............................ 5.4
- Air tappings....................................... 5.6
- Compressor bleed valve................... 5.8
- External air pipes.............................. 5.16
- Air system - 1st line maintenance.... 5.18 - 5.21
6 - FUEL SYSTEM
Edition: April 2012
- Fuel system presentation................. 6.2

- Fuel Control Unit............................... 6.8
- Overspeed and drain valve.............. 6.18
- Start injector electro-valve................ 6.20
- Start injectors.................................... 6.22
- Main injection system........................ 6.24
- Combustion chamber drain valve..... 6.26
- Fuel system - Operation................... 6.28
- External fuel pipes........................... 6.32
- Fuel system - 1st line maintenance. 6.34 - 6.37
0.4
TABLE OF CONTENTS


(CONTINUED)
Training Notes
ARRIEL 1
(CONTINUED)
7 - CONTROL SYSTEM
- Control system presentation............. 7.2

- Control system - Operation.............. 7.6
- Control system - 1st line
maintenance.................................... 7.30 - 7.33
8 - MEASUREMENT AND INDICATING

SYSTEMS
- Measurement and indicating

systems presentation........................ 8.2
- Speed measurement and indicating
system............................................... 8.4
- T4 measurement and indicating
system............................................... 8.10
- Torque measurement and indicating
system............................................... 8.14
- Miscellaneous indications................. 8.18
- Measurement and indicating
systems - 1st line maintenance........ 8.22 - 8.25

9 - STARTING SYSTEM
- Starting system presentation............ 9.2

- Starter-generator............................... 9.6
- Ignition system.................................. 9.8
- Starting system - Operation............. 9.10
- Starting system - 1st line
maintenance.................................... 9.14 - 9.17
10 - ELECTRICAL SYSTEM
Edition: April 2012
- Electrical system presentation.......... 10.2

- Power turbine overspeed protection
system............................................... 10.4
- Electrical harnesses.......................... 10.16
- Electrical system - 1st line
maintenance.................................... 10.18 - 10.21
0.5
TABLE OF CONTENTS


TABLE OF CONTENTS
Training Notes
ARRIEL 1
TABLE OF CONTENTS
11 - ENGINE INSTALLATION
- Engine compartment......................... 11.2

- Engine mounting and lifting............... 11.4
- Air intake and exhaust system.......... 11.6
- Engine/airframe system interfaces.... 11.8
- Drains - Air vents............................... 11.16
- Power drive....................................... 11.18
- Fire protection................................... 11.20
- Engine installation - 1st line
maintenance.................................... 11.22 - 11.25
OBSERVATIONS .......................... LAST PAGE

These training notes are established to meet training
requirements and take into consideration, to a certain extent,
ATA 104 specifications.
This document has 336 pages. It was produced using a desktop
publishing system.
12 - TROUBLESHOOTING
- General............................................. 12.2
- Troubleshooting................................ 12.4
- Conclusion....................................... 12.10 - 12.11
13 - CHECKING OF KNOWLEDGE
- Introduction....................................... 13.2
- Questionnaire 1................................ 13.3
- Questionnaire 2................................ 13.6
- Questionnaire 3................................ 13.12
- Questionnaire 4................................. 13.15 - 13.28

Edition: April 2012
0.6
TABLE OF CONTENTS


(CONTINUED)
Training Notes
ARRIEL 1


LIST OF ABBREVIATIONS
The abbreviations / symbols shown below may be used during training:
A/C................. Aircraft
AC.................. Alternating Current
ACMS............. Automatic Control Monitoring System
ACW............... Anti-clockwise
AEO................ All Engines Operating
ATA................. Air Transport Association
ATS................. Air Traffic Services
BITE............... Built In Test Equipment
cc/hr................ Cubic centimetres per hour
cSt.................. CentiStoke
CW.................. Clockwise
daN................. DecaNewtons
dB................... Decibels
DC.................. Direct Current
DGAC............. Direction Gnrale de l'Aviation Civile
EASA ............. European Aviation Safety Agency
Ec................... Kinetic energy
EGT................ Exhaust Gas Temperature
F..................... Frequency
FAA................. Federal Aviation Administration
FCU................ Fuel Control Unit
FCV................ Frequency/Voltage Converter
FMU................ Fuel Metering Unit
FOD................ Foreign Object Damage
ft..................... Feet

FWD............... Forward
G..................... Mass air flow
g..................... Grams
HE.................. High Energy
HF................... Human Factor
HFC................ Hourly Fuel consumption
HP................... Horsepower
HP................... High Pressure
HUMS............. Health and Usage Monitoring System
Hz................... Hertz
ICAO............... International Civil Aviation Organisation
ICP.................. Intermediate Contingency Power
ID.................... Identification
IFDS............... Integrated Flight Display System
ILS.................. Integrated Logistics Support
ISA.................. International Standard Atmosphere
ISV.................. Servo-valve intensity
kHz................. Kilohertz
kPa................. Kilopascal
kW.................. Kilowatt
l/h.................... Litre per hour
lb..................... Pound
lb/HP.hr........... Pounds per Horse Power per hour
lb/hr................ Pounds per hour
lb/sec. ............ Pounds per second
Edition: April 2012
0.7
Training Notes
ARRIEL 1
LP................... Low Pressure
LRU................ Line Replaceable Unit
LTT................. Learning Through Teaching
LVDT............... Linear Voltage Differential Transducer
m..................... Metres
mA.................. Milliamperes
MAX................ Maximum
MCQ............... Multiple-Choice Questionnaire
MGB............... Main gearbox
MHz................ Megahertz
MIN................. Minimum
mm.................. Millimetre
MTBF.............. Mean Time Between Failure
MTBUR........... Mean Time Between Unscheduled
Removal
MTCP............. Maintenance Test Control Panel
MTTR.............. Mean Time to Repair
mV.................. Millivolt
N..................... Rotation speed
N1................... Gas generator rotation speed
N2................... Power turbine rotation speed
NMD............... Navigation and Mission Display
NR.................. Rotor rotation speed
OEI................. One Engine Inoperative
O/S................. Overspeed



(CONTINUED)
P..................... Pressure
P2................... Compressor outlet pressure
POS................ Position
ppm................ Parts per million
PSI.................. Pounds per Square Inch
PSIA............... Pounds per Square Inch Absolute
PSID............... Pounds per Square Inch Differential
PSIG............... Pounds per Square Inch Gauge
PT................... Power Turbine
RAM................ Random-Access Memory
ROM............... Read-Only Memory
rpm................. Revolutions per minute
RTD................ Resistive Temperature Device
SFC................ Specific Fuel Consumption
shp.................. Shaft horsepower
SI.................... International System
SMM............... Safety Management Manual
SMS................ Safety Management System
SRU................ Shop replaceable unit
t...................... Time
T.................... Temperature
T4................... Gas temperature
T/O.................. Take-Off
TBO................ Time Between Overhauls
TET................. Turbine Entry Temperature
Edition: April 2012
0.8
Training Notes
ARRIEL 1
(CONTINUED)
TM.................. Turbomeca
TRQ................ Torque
US G............... US Gallon
VAC................ Volt, Alternating Current
VDC................ Volt, Direct Current
W.................... Power
WF.................. Fuel flow
Z..................... Altitude
Zp................... Pressure altitude



C................... Degrees Celsius
F.................... Degrees Fahrenheit
K..................... Kelvin
...................... Plus or Minus
..................... Ohm
..................... Difference (delta)
P................... Pressure difference
%.................... Percent
<..................... Less than
>..................... More than
..................... Angular Velocity
*...................... Datum (e.g. N1* = N1 datum)
Edition: April 2012
0.9
Training Notes
ARRIEL 1
UNIT
Length
1 mm
1 m
Volume
1 dm3 = 1 litre
Mass
1 kg
= 2.2 lbs
Power
1 kW
= 1.34 HP
Temperature
C
K
Pressure
1 kPa = 0.01 bar
Flow (air, oil, fuel)
1 kg/s
Specific Fuel Consumption

International System
1 g/kW.h
Edition: April 2012
British or American Systems
= 0.039 inches
= 3 ft 3 inches = 39 inches
= 0.26 US gallons
= (F-32).5/9
= [(F-32).5/9] + 273
= 0.145 PSI
= 2.2 lb/sec.
= 0.00164 lb/HP.hr
0.10
CONVERSION TABLE


CONVERSION TABLE
ARRIEL 1
Training Notes


1 - INTRODUCTION
- General information.............................................................................. 1.2
- Training programme............................................................................. 1.4 - 1.5

Edition: April 2012
1.1
INTRODUCTION
ARRIEL 1
Training Notes
GENERAL INFORMATION
TURBOMECA Training
Adequate training is essential for obvious safety reasons, but also

to reduce additional maintenance costs incurred by unjustified
removals and excessive downtime.
In accordance with TURBOMECA support's proximity policy,

TURBOMECA Training has developed a worldwide training
network: it has an official office or Training Center for each
continent.
"Greater knowledge leads to greater efficiency".
TURBOMECA Training courses can therefore be conducted

worldwide:
Objectives of training
- In the TURBOMECA France reference Training Center
The main objective is the acquisition of the knowledge required

for the tasks to be achieved (know and know how).
- In the TURBOMECA USA reference Training Center

- In the TURBOMECA do Brasil reference Training Center
Further information is also communicated to widen the skill

and the experience of the trainee.
- In other TURBOMECA subsidiaries, e.g. TURBOMECA

AUSTRALASIA or TURBOMECA ASIA PACIFIC
(Singapore)
Training approach
- In delegated Training Centers
- Performance based training according to task analysis,

with classroom sessions, student involvement, practical work
and trouble shooting techniques
- In TURBOMECA approved Training Centers
- Advanced training aids: training notes, multimedia

courseware (or Computer Aided Presentation) and
demonstration training engine
- Instructors trained on the product and in training methods,
and qualified by TURBOMECA
- Courses are taught in English and French.

- Directly on the customer's site.

The training courses are conducted by an instructor detached
from TURBOMECA or by a TURBOMECA qualified and
accredited instructor.
TURBOMECA training contact

The focal point for all your TURBOMECA Training needs is the
"TURBOMECA Operator On-Line Support" (TOOLS) web site:
www.turbomeca-support.com
Edition: April 2012
1.2
INTRODUCTION


"The power of knowledge"
Training Notes
ARRIEL 1
OBJECTIVES OF TRAINING
Adequate training is essential for obvious safety reasons,

but also to reduce additional maintenance costs incurred
by unjustified removals and excessive downtime.
TRAINING APPROACH
"Greater knowledge leads to greater efficiency".

North America Area
TM USA
RTC
Europe Africa Middle East
The focal point for all your

TURBOMECA Training needs:
www.turbomeca-support.com
TM F
RTC
Corporate
TURBOMECA
Training
TAP
RTC
TM B
RTC
South America Area
GENERAL INFORMATION
Edition: April 2012
Asia Pacific Australasia
RTC ................. Reference Training Center

TM ................... TURBOMECA
TM F ................ TURBOMECA France
TM USA........... TURBOMECA USA
TM B................ TURBOMECA do Brasil
TAP ................. TURBOMECA Asia Pacific
1.3
INTRODUCTION


TRAINING: "The power of knowledge"
ARRIEL 1
Training Notes
The training programme is established to meet the

training requirements and takes into consideration ATA 104
recommendations and the requirements of the various authorities
concerned.


TRAINING PROGRAMME
It should be noted that the "classroom sessions" alternate with

periods devoted to demonstrations, practical exercises and visits.

Edition: April 2012
1.4
INTRODUCTION
Training Notes
ARRIEL 1
OBJECTIVE
DURATION
FAMILIARISATION
At the end of this course, the student will be able to describe the engine, to explain its principle of
operation and to identify the main components of the engine and systems.
2 DAYS
1st LINE MAINTENANCE

COURSE
At the end of this course, the student will be able to identify the engine components, to describe and to
explain the operation of the engine and its systems, to carry out maintenance procedures (engine
installed in the airframe) and troubleshooting.
5 DAYS
2nd LINE MAINTENANCE

COURSE
At the end of this course, the student will be able to identify the engine components, to carry out
all the maintenance procedures (engine removed from the airframe), mainly the removal/installation of
modules and shop replaceable units.
PROGRAMME: The programme mainly includes practical work. This programme can be carried out
after the 1st line maintenance programme.
3 DAYS
At the end of the course, the trainee will be able to carry out the intramodular maintenance procedures
(deep maintenance).
3rd LINE MAINTENANCE
COURSE
PROGRAMME: This course consists entirely of practical work and the students must have certain
qualifications. The course documentation consists of Maintenance Technical
Instructions and the Maintenance Manual. The qualification awarded at the end of this
course has certain limits and requires regular renewal.
FROM 3 DAYS
TO 3 WEEKS
At the end of this course, the trainee will have a greater understanding of the engine and its systems.
REFRESHER
NOTE: This course is recommended for technicians who have attended the first line maintenance
course, after about one year of experience on the engine type.
2 DAYS
At the end of this course, the trainee will be able to better identify and correct operating problems.
TROUBLESHOOTING
FUEL AND CONTROL

SYSTEM
ENGINE
DOCUMENTATION
NOTE: This course is recommended for technicians who have attended the first line maintenance
course, after about one year of experience on the engine type.
At the end of this course, the trainee will have an in-depth understanding of the engine fuel and control
systems.
NOTE: This course is recommended for technicians who have attended the first line
maintenance course, after about one year of experience on the engine type.
At the end of this course, the trainee will be able to understand and use the engine documentation.
NOTE: A general knowledge of engines is recommended.
2 DAYS
2 DAYS
2 DAYS
TRAINING REQUIREMENTS / ATA 104 RECOMMENDATIONS / REQUIREMENTS OF THE VARIOUS AUTHORITIES CONCERNED
TRAINING PROGRAMME
Edition: April 2012
1.5
INTRODUCTION


TRAINING PROGRAMME


Training Notes
ARRIEL 1


2 - POWER PLANT
- Power plant (71-00-00) .......................................................................... 2.2
- Principle of adaptation to the helicopter ............................................ 2.8
- Main characteristics ............................................................................. 2.10
- Design and development..................................................................... 2.14
- Maintenance.......................................................................................... 2.18 - 2.31
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
Edition: April 2012
2.1
POWER PLANT
ARRIEL 1
Training Notes
POWER PLANT
Function


GENERAL
The power plant provides power by transforming the energy

contained in the air and fuel into shaft power.
Main characteristics
- Type: free turbine turboshaft engine, front power drive, external
power transmission shaft
- Concept: modular
- Max. Take-Off Power (MTOP): according to version
- Specific Fuel Consumption (SFC): according to version
- Output shaft speed: 6000 rpm (at 100%) (except the 1S1)
- Mass dry: approx. 126 kg (277 lb). The mass may vary
according to the engine versions.
- Engine dimensions with specific equipment. They may vary
according to the engine versions.
Length: approx. 1166 mm (45.5 inches)
Width: approx. 465,5 mm (18.2 inches)
Height: approx. 609 mm (23.8 inches)

Edition: April 2012
2.2
POWER PLANT
Training Notes


ARRIEL 1
GAS
AIR
POWER
FUEL
6000 RPM at 100%
(except 1S1)
POWER PLANT
Type:
Free turbine type
Concept:
Modular
Max. Take-Off Power (MTOP):

According to version
Mass dry:
Approx. 126 kg (277 lb)
Specific Fuel Consumption (SFC):

GENERAL
POWER PLANT
Edition: April 2012
2.3
POWER PLANT
ARRIEL 1
Training Notes
POWER PLANT
This description considers the main functional components of
the engine.
Gas generator
Transmission shaft
- External shaft located in a protecting tube which connects
the reduction gearbox to the accessory gearbox.
Accessory gearbox
- Single stage axial compressor

- Centrifugal compressor
- Annular combustion chamber with centrifugal fuel injection
- Gearbox containing the accessory drive train and the main

power drive (accessories driven by the gas generator and
the main power shaft).
- Two stage axial turbine.
Power turbine
- Single stage axial turbine.
Exhaust pipe
- Elliptical, axial exhaust pipe.
Reduction gearbox
- Reduction gearbox comprising three helical toothed gears.

Edition: April 2012
2.4
POWER PLANT


DESCRIPTION
Training Notes
ARRIEL 1
Axial
compressor
Centrifugal
compressor
POWER TURBINE
Combustion
chamber
EXHAUST PIPE
Turbine


GAS GENERATOR
ACCESSORY
GEARBOX
Main power drive
TRANSMISSION SHAFT
REDUCTION GEARBOX
DESCRIPTION
POWER PLANT
Edition: April 2012
2.5
POWER PLANT
ARRIEL 1
Training Notes
OPERATION
Power turbine
This part deals with the parameters and the adaptation of the
gas generator and power turbine.
The power turbine operation is defined by the balance between

the power received from the gas generator and the torque
applied on the shaft, that is the torque TRQ and the rotation
speed N2.
Component adaptation
For the engine operation, two functional assemblies can be
considered:
- The gas generator which provides kinetic energy
- The power turbine which transforms the kinetic energy into
mechanical power on a shaft.
The two assemblies have different rotation speeds.
Operation
The operation is represented by the diagram which shows the
power W, the rotation speeds N1 and N2 and the max. torque
limit TRQ imposed by the mechanical transmission:
- The torque TRQ is a function of the N2 rotation speed
- The power W is equal to the torque TRQ multiplied by the
angular velocity
Gas generator
- At constant N2 speed, the power is only a function of the

torque
The gas generator operation is defined by:

- The air mass flow G (air flow which enters the engine)
- The air pressure P2 and air temperature T2 at the centrifugal
compressor outlet
- The engine parameters can be represented as a function of

a reference parameter; N1 for example.
- The fuel flow WF injected into the combustion chamber

- The gas temperature TET at the turbine entry
- The rotation speed N1 of the gas generator
- The kinetic energy Ec supplied to the turbine.

Edition: April 2012
2.6
POWER PLANT


POWER PLANT
Training Notes
ARRIEL 1
N1
(rotation speed)
G
(air mass
flow)
P3, T3
(compressor outlet
pressure and temperature)
.
ax
to
qu
TRQ
(shaft torque)
Ec
(kinetic
energy)
N2
(constant rotation speed)
W
(shaft power)
TET
(turbine entry temperature)
WF
(fuel flow)
TRQ
R
eT
POWER TURBINE


GAS GENERATOR
Isospeeds
N1
ENGINE
PARAMETERS
G
W = TRQ .
= 2. .N
60
0
/P
P2 W
C
HF T
TE
SFC
N2
Power W and speeds N1, N2
N2
Torque TRQ as a function of N2
N1
P2/P0: Compression ratio

HFC: Hourly fuel consumption
SFC: Specific fuel consumption
OPERATION
POWER PLANT
Edition: April 2012
2.7
POWER PLANT
ARRIEL 1
Training Notes
Installation requirements
Power transmission
The main functional requirements of the installation are:
The mechanical power supplied by the engine, is used to drive

the helicopter rotors through a mechanical transmission.
This power drives:
- Max. torque limit TRQ (usually imposed by the aircraft

transmission)
- The main rotor (approximately 82%)
- Complete engine protection (N1 and N2 speeds, TET

temperature, compressor surge WF/t)
- The tail rotor (approximately 10%)

- The main gearbox (approximately 8%).
- Good load sharing (in the case of a multi-engine

configuration).
Twin-engine configuration
In a twin-engine configuration, the engines are installed at the
rear of the main gearbox.
The power turbines of the two engines are mechanically
connected to the main gearbox which drives the rotors (main
and tail rotors).

- Constant rotor rotation speed NR in all operating

conditions
Adaptation to requirements
To have a constant rotation speed of the power turbine N2, the
power supplied by the engine is automatically adapted to the
demand. This adaptation is ensured by the control system which
meters the fuel flow injected into the combustion chamber so as
to deliver the required power (variation of the gas generator N1
rotation speed) while keeping the engine within its operational
limits.
Edition: April 2012
2.8
POWER PLANT


PRINCIPLE OF ADAPTATION TO THE

HELICOPTER
Training Notes
ARRIEL 1
MAIN
ROTOR
ENGINE 2
ENGINE
100%
TAIL
ROTOR
ENGINE 1
MAIN GEARBOX
8%
TAIL ROTOR
10%
MAIN GEARBOX
POWER TRANSMISSION
TWIN-ENGINE CONFIGURATION
N2
W - Power
NR
N1, N2, TET, WF/t

ENGINE
N2
N2
Max. torque TRQ
ADAPTATION TO REQUIREMENTS
INSTALLATION REQUIREMENTS
PRINCIPLE OF ADAPTATION TO THE HELICOPTER

time
Edition: April 2012
2.9
POWER PLANT


MAIN ROTOR
82%
ARRIEL 1
Training Notes
MAIN CHARACTERISTICS
The engine ratings correspond to given conditions of helicopter
operation. The ratings are generally defined under determined
speed and temperature conditions.
Note 1: In single-engine configuration, only the MTOP and

Max. Continuous Power ratings are authorised.
Note 2: Use of the OEI ratings: Use of these ratings requires
certain maintenance procedures to be carried out.
The following engine ratings are considered:

- AEO ratings (All Engines Operating):
Max. Take-Off Power (MTOP): max. rating which can be
used during take-off. This rating has a limited duration
(5min. continuous)
Max. Continuous Power: rating which can be used
without time limitation (this does not imply that it is used
permanently)
- OEI ratings (One Engine Inoperative):
Max. Contingency Power (MCP): rating which can be
used in the case of one engine failure during take-off or
landing. This rating is limited to a period of continuous
operation: 2 min. 30 sec.
Intermediate Contingency Power (ICP): rating which
can be used in the case of one engine failure in flight.
This rating is limited to 30 min. or unlimited (according
to versions).

Edition: April 2012
2.10
POWER PLANT


ENGINE RATINGS
Training Notes


ARRIEL 1
N1
MCP
2 min. 30 sec.
MTOP (5 min.)
ICP
Max.
Continuous
30 min.
or unlimited
Power
AEO
RATINGS
OEI
RATINGS
Note: The power indicated corresponds to the following configuration: engine installed,
max. torque in the corresponding rating, ISA conditions at sea level.
ENGINE RATINGS
Edition: April 2012
2.11
POWER PLANT
ARRIEL 1
Training Notes
The engine is designed to operate within a given climatic
envelope.
The envelope is defined by:
Note: The engine operates within various limits: rotation

speeds, temperatures, pressures

Refer to corresponding chapters and official

publications.
- The atmospheric temperature T0

- The pressure altitude Zp
- And lines of standard atmosphere.
Flight envelope
The flight envelope is illustrated by the T0/Zp diagram and the
lines of standard atmosphere, with the max. tropical zone and
the min. arctic zone.
Starting and relight envelope

The starting and relight envelope is defined in the same way,
but it is also affected by the specifications of oil and fuel used,
and sometimes by particular procedures.

Edition: April 2012
2.12
POWER PLANT


ENGINE OPERATING ENVELOPE
Training Notes
ISA - International standard

atmosphere
Max. - Tropical zone

T0
Min. - Arctic zone
+50
+50
+15
Max.
Max.
ISA
ISA
Min.
-50
-500 m
T0
Depending on oil and fuel

specifications. Can also require
special operating procedures.
-50
Zp
Min.
FLIGHT ENVELOPE
Zp
STARTING AND RELIGHT
ENVELOPE
ENGINE OPERATING ENVELOPE

Edition: April 2012
2.13
POWER PLANT


ARRIEL 1
ARRIEL 1
Training Notes
DESIGN AND DEVELOPMENT

Development steps
Principles of design
- Certification in 1977 by the French Authorities
The engine is designed to meet the aircraft propulsion

requirements and particularly for the new generation of
helicopters.
- The first production engine was delivered in January 1978
The engine design is based on:

- An optimised thermodynamic cycle which gives high
performance
- Simple and reliable components giving a good supportability,
and a good maintainability to reduce the costs.
- ARRIEL engines will be in service for long years.
Engine designation
- Example: ARRIEL 1A2.
ARRIEL - According to TURBOMECA tradition: name of a
Pyrenean lake.
- 1: Type
Engine development
The ARRIEL engine is based on research and experience of
other engines:
- A: Variant
- 2: Version.
- First generation engines: ASTAZOU, ARTOUSTE and

TURMO.

Edition: April 2012
2.14
POWER PLANT


GENERAL
Training Notes
ARRIEL 1
Optimised
thermodynamic cycle
ARRIEL 1
640 - 700 shp

Engine design
Simple and reliable

components
ASTAZOU
500 - 1000 shp
Supportability
Maintainability
High
performance
ARTOUSTE
400 - 850 shp
Cost
reduction
TURMO
1500 - 1600 shp
ENGINE DEVELOPMENT
PRINCIPLES OF DESIGN
ARRIEL lake
STEPS
2011
10000th
Arriel (1 and 2)
1978
First
production
1977
Certification
Example:
ARRIEL:
ARRIEL 1A2
Name of a Pyrenean lake
for the turboshaft engines
1: Type
A: Variant
2: Version
ENGINE DESIGNATION
time
DEVELOPMENT STEPS
GENERAL

Edition: April 2012
2.15
POWER PLANT
ARRIEL 1
Training Notes

The ARRIEL 1 is presently destined for the following helicopters:
Squirrel and Dolphin (EUROCOPTER), A109 K2 (Agusta),
S 76 (Sikorsky), BK117 (EUROCOPTER).


APPLICATIONS
Maintenance concept
The main aspects of the maintenance concept are the
following:
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:
Low production costs
Durability (defined and proven TBO and life limits)
High reliability
Low fuel consumption.

Edition: April 2012
2.16
POWER PLANT
Training Notes
SQUIRREL
(EUROCOPTER)


ARRIEL 1
REGA
A 109 K2
(AGUSTA)
DOLPHIN
(EUROCOPTER)
I-RAIE
BK 117
(EUROCOPTER)
MAINTENANCE CONCEPT
- Full modularity
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:
Low production costs
Durability (defined and proven TBO
and life limits)
High reliability
Low fuel consumption.
S 76
(SIKORSKY)
APPLICATIONS

Edition: April 2012
2.17
POWER PLANT
ARRIEL 1
Training Notes
MAINTENANCE CONCEPT
2nd line maintenance: engine maintenance in workshop.
Introduction
- Corrective maintenance: SRU and module removal and

installation.
The engine is designed to have a high availability rate with

reduced maintenance.
The main aspects of the maintenance concept are the following:
- Effective modularity
3rd line maintenance: deep maintenance which involves

module repairs.
- Corrective maintenance: component replacement.
4th line maintenance: overhaul and repair in specific workshop.
- On-condition facility
- Maintenance scheduled when the TBO is completed or when

the life limit of a component is reached
- Corrective maintenance.
- Quick repair.
Other aspects of maintenance
Maintenance levels
Refer to the following pages.
Four maintenance levels can be considered:
Note 1: LRU - Line Replaceable Unit

SRU - Shop Replaceable Unit.
1st line maintenance:

- Scheduled and preventive maintenance
Checks and inspections
Life limit or completed TBO removal
- Corrective maintenance
Fault detection
Component replacement (LRU)
Check.

Note 2: The maintenance steps are determined by the operator

taking into account the difficulties, the personnel and
logistic considerations.

As far as the engine manufacturer is concerned, the
current maintenance procedures (1st, 2nd line) are
defined and described in the maintenance manual.
Deep maintenance (3rd line) and overhaul (4th line)
are described in other documents and are subject to
particular license agreements.
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2.18
POWER PLANT


MAINTENANCE
Training Notes
MAINTENANCE LEVELS
1st LINE MAINTENANCE

- Scheduled or preventive
maintenance
(LRU)
2nd LINE MAINTENANCE

(modules, SRU)
Maintenance Manual
(Operator or Service Centre
or Maintenance Centre)
4th LINE MAINTENANCE

3rd LINE MAINTENANCE
(engine removed)
(engine removed in specific workshop)
- Scheduled maintenance
- Deep maintenance
(overhaul, repair)
Maintenance Technical
Instruction
(Operator or Maintenance Centre)
Overhaul Manual
(Repair Centre)
MAINTENANCE CONCEPT
MAINTENANCE

Edition: April 2012
2.19
POWER PLANT


ARRIEL 1
ARRIEL 1
Training Notes
MAINTENANCE
Counting of hours and cycles
A cycle is a clearly defined operating sequence.
TBOs
TBOs (Times Between Overhauls) are defined for the engine,
the modules and some accessories. These TBOs, determined
by tests and experience, are subject to an extension programme.
The TBO is expressed in flight hours.
Life limits
Certain components (mainly rotating parts such as compressor,
turbines, injection wheel) have a life limit which requires the
part to be scrapped when the limit is reached.
The life limit is expressed in operating cycles (N1 or N2 cycles).
Calendar limits
The calendar limit is the time (expressed in years) after which
the complete engine, module or part subjected to calendar limit
has to be returned to the factory or an approved repair center.
The count starts at the engine first installation in the aircraft
(since new, overhaul or repair).
Cycles and hours are counted either manually or automatically.

The methods for counting hours and cycles and the various
limits are described in Chapter5 of the Maintenance Manual.
A counting check (comparison between automatic counting
and manual counting) is a procedure planned in the periodic
maintenance.
A simple check can be carried out by comparing the two engine
readings for a given period of operation.
On-condition
Some components have no TBO, no life limit and no calendar
limit. They are generally considered to be "on-condition"
components.
Use-limited parts
These parts have a maximum usage defined in hours; this
includes parts such as bearings, casings and shafts. Their limits
are greater than the normal TBO of the engine, thus permitting
them to be used over two or more TBOs, which reduces engine
overhaul costs for the customer.
These parts and their corresponding limits are listed in the
engine log book.

Edition: April 2012
2.20
POWER PLANT


LIFE LIMITATIONS
Training Notes
TBOs
COUNTING OF HOURS
AND CYCLES
"ON-CONDITION"
- Engine
- Modules
- Accessories
- Manual counting
- Automatic counting
- Counting check
Some components have no TBO,

no life limit and no calendar limit.
They are generally considered to
be "on-condition" components.
USE-LIMITED PARTS
LIFE LIMITS
Maximum usage:
- Defined in hours
- Greater than the normal TBO
Usable for two or more TBOs,
which reduce engine overhaul
costs
Cycles for:
- Compressors
- Turbines
- Injection wheel
CALENDAR LIMITS
Time limits:
- Engine
- Modules
- Part
(since new, overhaul or repair)
N1 and N2 cycle
displays according
to variant
Cycle counter
according to
engine variant
LIFE LIMITATIONS
MAINTENANCE
Edition: April 2012
2.21
POWER PLANT


ARRIEL 1
ARRIEL 1
Training Notes
MAINTENANCE
Preventive maintenance is a schedule of planned maintenance
actions aimed at the prevention of failures.
It includes two inspection types.
Examples of considered means

- Borescopic inspection: this permits inspection of internal
parts which are not accessible without disassembly
- Lubrication oil check: various methods are used to check
for the contamination of the oil (magnetic plugs, strainers
sampling). Samples of oil are taken at regular intervals and
the samples are analysed to measure the contamination
and anticipate incipient failures (analysis by magnetoscopy,
ferrography, spectrometric oil analysis)
Servicing inspections (except 1E2)

- Inspection "after the last flight of the day"
- Inspection "before the first flight of the day"
- "Pre-flight" inspections
- Vibration level check: the vibration level of the rotating

assemblies gives an indication of the engine condition
- "Post-flight" inspections.
Servicing inspections (1E2)
- Power check: it is ensured by the pilot (refer to "Flight

Manual")
- Inspection before the first flight of the day
- Visual inspection: conventional visual inspections are also

considered for on-condition monitoring.
- Inspection between two flights

- Inspection after 15 flight hours or 7 days.
Periodic inspections
CORRECTIVE MAINTENANCE
- These procedures can be "blocked" (at fixed intervals for all

the procedures) or staggered (each procedure is distributed
over a period of time to reduce the turnaround time while still
respecting the intervals)
The objective is to put the engine back into normal service

as soon as possible. Corrective maintenance includes
all procedures which must be carried out when required
(failures, anomalies, etc ).
- Visits are scheduled as a function of flight hours (e.g.: every

500 hours) or calendar (e.g.: 2 years)
- Special inspections:
Particular inspections
Inspections according to airworthiness.

Edition: April 2012
2.22
POWER PLANT


PREVENTIVE MAINTENANCE
Training Notes
ARRIEL 1
Servicing inspections / Periodic inspections

EXAMPLE OF MAIN INSPECTION POINTS
-
Visual checks
Inspection of filters
Inspection of magnetic plugs
Oil sampling (for analysis)
Oil level (and replenishment if required)
Compressor cleaning (depending on
operating conditions)
- Ground run test
- ...
LUBRICATION OIL CHECK
VIBRATION LEVEL
CHECK
To put the engine back into normal service

as soon as possible
BORESCOPIC INSPECTION
VISUAL INSPECTION
EXAMPLE OF MAIN TASKS

-
Troubleshooting
Run-down check
Functional and condition checks
Removal and installation
Adjustments
Miscellaneous procedures (cleaning, storage ...)
Repair (or replacement)
Particular instructions
FLI
GH
REFER TO THE
MAINTENANCE MANUAL
Chapter 05
TM
AN
UA
POWER CHECK
PREVENTIVE AND CORRECTIVE MAINTENANCE
MAINTENANCE

Edition: April 2012
2.23
POWER PLANT


ARRIEL 1
Training Notes
MAINTENANCE
- A list of failures observed during use
This part deals with the 1st and 2nd lines engine technical
documentation.
- A list of failures observed during maintenance

- A list of troubleshooting tasks.
Maintenance documents
Identification documents
The maintenance documents are:
The identification documents are:
- The current maintenance documents (1st and 2nd lines):

Maintenance Manual (describes the engine and its
systems and all the maintenance procedures)
Service Bulletins (approved by the authorities, and issued
to inform the operators of a modification or an instruction
which affects the operational aspects)
Service Letters (letter sent to inform the operator of certain
instructions related to the operation of the engine)
Modification Index
- The servicing-maintenance documents:

Spare Parts Catalogue (list and reference of all the spare
parts)
Special Tools Catalogue (tool designations and part
numbers).
Standard practices: practices which are not specific to a

product. When applied to a given engine, they are however
described in chapter 70 of the Maintenance Manual
Operation documents
The operation documents are:
- Engine log book (records and provides information on the
engine status)
Main practices: thread inserts, LOCTITE products, tightening

torques, locking of assemblies, electrical connectors, ...
- Flight Manual (the Flight Manual is the pilot's basic reference

document and specifies the limitations, the normal and
emergency procedures, and the performance data. It is
approved by the Airworthiness Authorities).
Troubleshooting
Electronic documentation
It forms the last volume of Maintenance Manual. Chapter

71-00-06 of the Maintenance Manual, which is dedicated to
troubleshooting includes:
- Maintenance Technical Publications: these are electronic

versions of the maintenance documentation

- TOOLS: It is a service providing real issue of technical

publication as service bulletins, service letters, maintenance
manual updating... Each new document edition will be notified
and provided by email in real time to subscriber.
Edition: April 2012
2.24
POWER PLANT


TECHNICAL PUBLICATIONS - PRESENTATION
Training Notes
ARRIEL 1
IDENTIFICATION
ARRIEL
ARRIEL
ARRIEL
ARRIEL
ARRIEL
ARRIEL
ARRIEL
MAINTENANCE
MANUAL
vol. 1
MAINTENANCE
MANUAL
vol. 2
SERVICE
BULLETINS
SERVICE
LETTERS
MODIFICATION
INDEX
SPARE
PARTS
CATALOGUE
TOOLS
CATALOGUE
OPERATION
COMPOSITION OF THE MAINTENANCE MANUAL

CHAP
ARRIEL
1
00
05
MAINTENANCE
MANUAL
vol. 3
CHAP. 71-00-06
TROUBLESHOOTING
26
70
71
72
73
74
75
77
78
79
80
Failures observed
during use
Failures observed
during maintenance
Troubleshooting
tasks
DESIGNATION
Introduction
Time limits /
Maintenance checks
Fire protection
Standard practices
Power plant
Engine
Fuel system
Ignition
Air
Engine indicating
Exhaust system
Lubrication
Starting
ENGINE
LOG BOOK
(compiled according to recommendations of the

American standard "ATA 100")
FLI
GH
TM
AN
UA
ELECTRONIC
MAINTENANCE
TECHNICAL
PUBLICATION
TECHNICAL PUBLICATIONS - PRESENTATION
MAINTENANCE

Edition: April 2012
2.25
POWER PLANT


MAINTENANCE
ARRIEL 1
Training Notes
MAINTENANCE
Three types of advisory notice are used in the technical
publications:
- WARNING
Examples
WARNING: do not breath the oil vapors. Do not leave oil in
contact with the skin.
CAUTION: if the flush is being carried out because of metal
particles in the oil system, change the filter and thoroughly
clean the tank.
- CAUTION
- NOTE.
NOTE: take the oil sample before carrying out any

replenishment.
Interpretation
WARNING: warns the reader of the possibility of physical harm
(e.g. wounding, intoxication, electrocution).
CAUTION: warns the reader of the possibility of damaging the
engine or tooling.
NOTE: gives the reader advice on how best to carry out a
task.

Edition: April 2012
2.26
POWER PLANT


TECHNICAL PUBLICATIONS - ADVISORY NOTICES
Training Notes
WARNING
(physical harm)
CAUTION
(possibility of damage)
NOTE
(advice)
Examples:
Examples:
Examples:
Toxicity of engine oil and vapours

Toxicity of cleaning products
Toxicity of extinguishing products
Eye protection
Fire risk
Electrical discharge from ignition units:
- electrocution
- risks with use in an inflammable
atmosphere
-
Titanium part cleaning

Scrapping of O'ring seals
Use of the correct cleaning products
Engine cooling
Engine cleaning after use of
extinguishing product
Orifice protection during removal
Borescope fragility
Tightening torque
Oil analysis
Cycle counting
Installation of O'ring seals
Engine storage
Insulation measurements
Procedural change with modification
TECHNICAL PUBLICATIONS - ADVISORY NOTICES
MAINTENANCE

Edition: April 2012
2.27
POWER PLANT


ARRIEL 1
ARRIEL 1
Training Notes
MAINTENANCE
PRESERVATION AND STORAGE
LUBRICANTS / FUELS / MATERIALS
Type of storage
The engine manufacturer recommends the use of synthetic oils

which keep their lubricating properties over a wide temperature
range and have a longer operating life.
The maintenance manual (chapter 71) contains specification
tables and precautions.
We shall remind you here that the mixture of oils of different
types or brands is not recommended. Therefore the system
should be flushed when the oil specification is changed.
Fuels
The maintenance manual (chapter 71) contains tables indicating

the fuel types with the corresponding US, UK, NATO and French
specifications.
Two types of fuel can be considered:
- The "normal fuels" which can be used without restriction in
all the operating envelope
- The alternative fuels (or replacement fuels) which may be
used, but with particular restrictions (additives...) and for a
limited time in order not to affect the engine TBO.
Materials
Various products are used for engine maintenance.

For example graphite grease, molybdenum disulphide for the
installation of parts, cleaning and inhibiting products.
The various products must be used carefully, for instance use
of trichlorethylene on titanium alloy parts is forbidden.

Engine uninstalled
Refer to maintenance manual for preservation and storage
procedures and periodicity.
"Short term" storage
Procedure which protects the engine for a duration of less than
three months.
"Long term" storage
Procedure which protects the engine for a duration of more
than three months. The max. duration of storage varies with
the type of container used (wooden or metal container). With
wooden container, the max. duration of storage also varies with
the type of cover used.
Engine installed in the aircraft

- For a duration of less than 6 months, 2 types of storage
can be considered : "operational" (with 5 min. ground run)
and "not operational" (with dry crank).
- For a duration of more than 6 months, remove the engine
and do the long term storage procedure.
Storage inspection
Once the engine has been put into storage, it must be periodically
checked to ensure that it is in good condition. In the event of
an anomaly, the preservation and storage procedures must
be renewed.
Edition: April 2012
2.28
POWER PLANT


Lubricants
Training Notes
ARRIEL 1
GENERAL
- Protection against corrosive
agents
- NORMAL LUBRICANTS: medium viscosity

synthetic oils
- ALTERNATIVE LUBRICANTS: medium and
low viscosity oils
- No mixture of oils of different brands
- Flushing of the system when the oil
specification is changed
TYPE OF STORAGE
ENGINE UNINSTALLED
- "Short term" storage: duration less than
3 months
- "Long term" storage: duration more than
3 months (wooden or metal container)
FUELS
(Maintenance manual, chapter 71)
- NORMAL FUELS (without restriction)
- ALTERNATIVE FUELS (with particular
restrictions: operating times, additives...)
ENGINE INSTALLED IN THE AIRCRAFT

- Duration less than 6 months
- Duration more than 6 months
MATERIALS
- PART INSTALLATION: graphite grease,
molybdenum disulphide...
- CLEANING: water, fuel, alcohol, detergent...
- STORAGE: water-repellent product...
Refer to
maintenance manual for
preservation and storage
procedures and
periodicity
STORAGE INSPECTION
- To be carried out periodically
- Renewal of preservation and storage
if necessary
LUBRICANTS / FUELS / MATERIALS - PRESERVATION AND STORAGE
MAINTENANCE

Edition: April 2012
2.29
POWER PLANT


LUBRICANTS
(Maintenance manual, chapter 71)
ARRIEL 1
Training Notes
MAINTENANCE
The International Civil Aviation Organisation (ICAO) requires that
states establish a safety programme to achieve an acceptable
level of safety in aviation operations. Therefore states shall
require that individual operators, maintenance organisations,
ATS providers and certified aerodrome operators implement a
Safety Management System (SMS) accepted by the state.
Environment - The situation in which the SHELL system must

function, the social and economic climate as
well as the natural environment
Liveware - The human beings' engineers, technicians, aircrew,
managers and administration personnel
The edges of the blocks are not simple and straight because each
component has to be adapted to the others. When considering
HF, all the interfaces have to be taken into account:
ICAO provides a Safety Management Manual (SMM) which

explains in detail the implementation of an SMS on 19
chapters.
- Liveware - Software
HUMAN FACTORS
- Liveware - Hardware
The European Aviation Safety Agency (EASA) requires that

aviation maintenance personnel receive training on Human
Factors (HF).
- Liveware - Environment
They must have an initial HF training followed by regular

refresher training.
The EASA part 145 recommends 1 to 3 days initial training on

HF depending on the persons concerned and further training
every 2 years.
Below is a precis of the ICAO SHELL model which is a conceptual

model proposed in ICAO circular 216-AN31. It represents the
different components of human factors and is only intended as
a basic aid to understanding HF:
- Liveware - Liveware
Software - The rules, procedures, written documents, etc.,

which are part of standard procedures
Hardware - Tools, equipment, workshop, hangar

Edition: April 2012
2.30
POWER PLANT


SAFETY MANAGEMENT
Training Notes
ARRIEL 1
Chapter 01
Overview
Chapter 02
Responsibility for managing safety
Chapter 03
State Safety programme
Chapter 04
Understanding Safety
Chapter 05
Basics of safety management
Chapter 06
Risk management
Chapter 07
Hazard and Incident reporting
Chapter 08
Safety Investigations
Chapter 09
Safety analysis and Safety studies
Chapter 10
Safety performance monitoring
Chapter 11
Emergency response planning
Chapter 12
Establishing a safety management system
Chapter 13
Safety assessments
Chapter 14
Safety auditing
Chapter 15
Practical considerations for operating a safety

management system
Chapter 16
Aircraft Operations
Chapter 17
Air Traffic Services (ATS)
Chapter 18
Aerodrome Operations
Chapter 19
Aircraft maintenance
HARDWARE
SOFTWARE
SAFETY MANAGEMENT
LIVEWARE
ENVIRONMENT
LIVEWARE
HUMAN FACTORS
SAFETY MANAGEMENT - HUMAN FACTORS
MAINTENANCE

Edition: April 2012
2.31
POWER PLANT


CHAPTERS OF SAFETY
MANAGEMENT MANUAL (SMM)


Training Notes
ARRIEL 1


3 - ENGINE
- Engine presentation (72-00-00)............................................................ 3.2
- Axial compressor (72-30-02)................................................................ 3.6
- Centrifugal compressor (72-40-01)...................................................... 3.8
- Combustion chamber (72-40-02)......................................................... 3.10
- Gas generator turbine (72-40-03)......................................................... 3.12
- Power turbine (72-50-01)...................................................................... 3.14
- Exhaust system (78-51-01)................................................................... 3.16
- Reduction gearbox (72-60-00).............................................................. 3.18
- Transmission shaft and accessory gearbox (72-10-00).................... 3.20
- Engine - Operation (72-00-00).............................................................. 3.32
- Engine - 1st line maintenance............................................................. 3.34 - 3.37
Edition: April 2012
3.1
ENGINE
ARRIEL 1
Training Notes
ENGINE PRESENTATION
Main components
Function
The engine transforms the energy in the air and fuel into
mechanical power on a shaft.
- Type: Free turbine with forward drive via an external shaft
- Power class: from 480 to 560 kW (650 to 760 shp) according
to version
- Specific fuel consumption: according to version (see
maintenance manual)
- Gas generator speed (N1): approx. 52000rpm at
100%
Direction of rotation: anti-clockwise (ACW)
- Gas generator
Axial compressor
Centrifugal compressor
Combustion chamber
Turbine


GENERAL
- Power turbine
- Exhaust pipe
- Reduction gearbox
- Transmission shaft
- Accessory gearbox.
- Power turbine speed (N2): approx. 41600 rpm at 100%

Direction of rotation: clockwise (CW)
- Output shaft speed: 6000 RPM at 100% (except the 1S1)
Direction of rotation: clockwise (CW)
Note: Direction of rotation given viewed from the rear.

Edition: April 2012
3.2
ENGINE
Training Notes
ARRIEL 1
Axial
compressor
Centrifugal
compressor
Combustion
chamber
Turbine
POWER
TURBINE
EXHAUST
PIPE
Type:
Free turbine with forward drive via
an external shaft
Power class:
From 480 to 560 kW
(650 to 760 shp) according to version
Specific fuel consumption:
(see maintenance manual)
Gas generator speed (N1):
Approx. 52000 rpm at 100%; ACW
Power turbine speed (N2):
Approx. 41600 rpm at 100%; CW
Output shaft speed:
6000 rpm at 100%
(except the 1S1); CW
ACCESSORY
GEARBOX
TRANSMISSION
SHAFT
REDUCTION
GEARBOX
GENERAL
ENGINE PRESENTATION
Edition: April 2012
3.3
ENGINE


GAS GENERATOR
ARRIEL 1
Training Notes
ENGINE PRESENTATION
Modular layout
Note 1: A module is a sub-assembly which can be replaced

on-site (2nd line maintenance) without complex tooling
or adaptation work.
A module is a sub-assembly which can be replaced on-site (2nd

line maintenance) without complex tooling or adaptation work.
Each module has an identification plate. The engine identification

plate is fitted on the right hand side of the M01 protection tube.
Each module has an identification plate. The engine

identification plate is fitted on the right-hand side of
the M01 protection tube.
Note 2: Some accessories are provided with each module.
The engine comprises 5 modules:

- Module M01: Transmission shaft and accessory gearbox
In these training notes, those components are dealt with

in the chapters corresponding to the main systems.
- Module M02: Axial compressor

- Module M03: Gas generator HP section
- Module M04: Power turbine
- Module M05: Reduction gearbox.

Edition: April 2012
3.4
ENGINE


DESCRIPTION
Training Notes
MODULE M02
AXIAL COMPRESSOR
MODULE M03
GAS GENERATOR
HIGH PRESSURE SECTION
MODULE M04
POWER TURBINE
MODULE M05
REDUCTION GEARBOX
MODULES IDENTIFICATION
PLATES
MODULE M01
TRANSMISSION SHAFT
AND ACCESSORY GEARBOX
ENGINE IDENTIFICATION
PLATE
DESCRIPTION
ENGINE PRESENTATION
Edition: April 2012
3.5
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes
AXIAL COMPRESSOR
Function
- Stationary components:
Diffuser
Casing.
The axial compressor ensures a first stage of compression to

supercharge the centrifugal compressor.
Functional description
Position
The axial compressor ensures a first stage of compression in

order to supercharge the centrifugal compressor.
- At the front of the engine (the axial compressor assembly

forms the module M02).
Compressor airflow
- Type: axial transonic supercharging compressor
- Airflow: 2.5 kg/sec (5.5 lb/sec.)
The ambient air, admitted through the air intake duct and
guided by the inlet cone, flows between the blades of the axial
compressor. The air is discharged rearwards with an increased
axial velocity.
- Wheel made of titanium alloy, cut from the solid.
The air then flows through the vanes of the diffuser. Due to the
divergent passage, the air velocity is reduced and the pressure
increased.
Main components
The flow is straightened by the stator vanes before being admitted,

through an annular duct, to the centrifugal compressor.
- Rotating components:
Air inlet cone
Axial wheel
Shaft
Bearing
Accessory drive shaft
Note: In order to avoid compressor surge, a valve discharges

overboard a certain amount of air in certain operating
conditions.
- Rotation speed: N1; ACW

Edition: April 2012
3.6
ENGINE


PRESENTATION
Training Notes
Type:
Axial transonic
supercharging compressor
Airflow:
2.5 kg/s (5.5 lb/sec.)
P1': AIR DISCHARGED

THROUGH THE COMPRESSOR
BLEED VALVE
Rotation speed:
N1; ACW
WHEEL
DIFFUSER
Wheel made of titanium

alloy, cut from the solid
SHAFT
COMPRESSION AND
STRAIGHTENING OF THE AIR
ACCELERATION
OF THE AIR
ADMISSION
OF AMBIENT AIR
AIR INLET
CONE
BEARING
CASING
ACCESSORY
DRIVE SHAFT
SUPERCHARGING OF THE
CENTRIFUGAL COMPRESSOR
PRESENTATION
AXIAL COMPRESSOR
Edition: April 2012
3.7
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes
Function
Diffusers
Casings.
The compressor supplies the compressed air required for

combustion.
Supercharged by the axial compressor, it ensures the second

stage of compression.
The centrifugal compressor ensures the main stage of

compression.
Position
Compressor airflow
- At the front of the module M03.
The air supplied by the axial compressor flows between the

blades of the centrifugal compressor. The air pressure increases
due to the divergent passage between the blades and the air
velocity increases due to the centrifugal flow.
- Type: centrifugal, high efficiency
- Airflow: 2.5 kg/s (5.5 lb/sec.)
- Compression ratio: 5.4 / 1 (global: 8.2 / 1)
- Rotation speed: N1; ACW
- Wheel made of titanium alloy, cut from the solid.
The air leaves the tips of the blades at very high velocity and
then flows through the 1st stage diffuser vanes where the velocity
is decreased and the pressure is increased.
The air then passes through an elbow and the flow becomes
axial. In the 2nd stage diffuser, the velocity is again decreased
and the pressure increased. The air is then admitted into the
combustion chamber.
Main components
Wheel
Shaft
Bearing

Edition: April 2012
3.8
ENGINE


PRESENTATION
Training Notes
ARRIEL 1
Airflow:
2.5 kg/s (5.5 lb/sec.)
DIFFUSERS
CASINGS
BEARING
Compression ratio:
5.4 / 1 (global: 8.2 / 1)
Rotation speed:
N1; ACW
Wheel made of titanium
alloy, cut from the solid
SUPERCHARGING
BY THE AXIAL
COMPRESSOR
COMPRESSION
OF THE AIR IN THE
DIFFUSER STAGES
AIR ADMITTED
INTO THE
COMBUSTION
CHAMBER
ACCELERATION
AND COMPRESSION
OF THE AIR
CENTRIFUGAL
WHEEL
PRESENTATION
Edition: April 2012
3.9
ENGINE


Type:
Centrifugal, high efficiency
ARRIEL 1
Training Notes
PRESENTATION
Combustion chamber flow
Function
In the combustion chamber, the compressed air is divided into two

flows: a primary air flow mixed with the fuel for combustion and
a secondary air flow (or dilution air flow) for cooling of the gas.
The combustion chamber forms an enclosure in which the air/

fuel mixture is burnt.
Position
- Central section of the gas generator.
A second part flows through the hollow vanes of the turbine

nozzle guide vane (cooling of the vanes) and through the
orifices of the rear swirl plate.
- Type: annular with centrifugal fuel injection
The primary air is mixed with the fuel sprayed by the injection
wheel. The combustion occurs between the two swirl plates.
The flame temperature reaches approx. 2500C (4532F).
- Made of special alloy
Main components
- Secondary air: the secondary air (or dilution air) flows

through the orifices of the mixer unit and the dilution tubes.
It is calibrated to obtain flame stability, cooling of the gas,
and distribution of temperature on the turbine.
- Outer part:
Front swirl plate
Mixer unit
- Gas: The gas produced by the combustion is directed into

the turbine nozzle guide vane.
- Inner part:
Rear swirl plate
Shroud
- Drain: a combustion chamber drain valve, fitted on a flange

on the bottom of the turbine casing drains overboard any
residual fuel.
- Fuel injection system

- Turbine casing
Operating parameters
- Combustion chamber drain valve.
The combustion chamber forms an enclosure in which the fuel/
air mixture is burnt.

- Primary air: one part flows through the orifices of the front
swirl plate.
The fuel/air ratio for combustion (primary air) is approximately1/15;

the total fuel/air ratio is approximately 1/45.
The pressure drop in the combustion chamber is approximately
4%.
Edition: April 2012
3.10
ENGINE


COMBUSTION CHAMBER
Training Notes
Type:
Annular with centrifugal
fuel injection
Primary air (combustion)

Secondary air (dilution)
Made of special alloy

OUTER PART
Front swirl
plate
Mixer unit
Gaz
INNER PART
Rear swirl
plate
COMPRESSED AIR
Shroud
FUEL
INJECTION
SYSTEM
Combustion chamber
drain valve


ARRIEL 1
TURBINE
CASING
FUEL INJECTION
GAS FLOW TO THE

TURBINE
COMBUSTION
(2500C / 4532F)
PRESENTATION
COMBUSTION CHAMBER
Edition: April 2012
3.11
ENGINE
ARRIEL 1
Training Notes
PRESENTATION
Function
The gas generator turbine transforms the gas energy into

mechanical power to drive the compressors and various
accessories.
The turbine extracts sufficient energy from the gas flow to drive
the compressors and the accessories.
Position
The operation is characterised by the first phase of

expansion.
- At the rear of the gas generator.
Turbine gas flow
The gas first flows through the nozzle guide vanes.

The gas velocity increases due to the convergent passage.
- Type: two stage axial

- Speed rotation: N1; ACW
The flow on the blades results in aerodynamic forces whose

resultant causes the rotation of the wheel.
- Turbine inlet temperature: approx. 1100C (2012F) according

to engine variant
The gas, still containing energy, is directed to the power

turbine.
- Made of special alloy.
Main components
Wheels
Shafts
Bearing
Nozzle guide vanes
Containment shield
Casing.
Edition: April 2012
3.12
ENGINE


GAS GENERATOR TURBINE
Training Notes
ARRIEL 1
Rotation
Speed rotation:
N1; ACW
NOZZLE GUIDE
VANES
WHEELS
Turbine inlet temperature:

Approx. 1100C (2012F)
according to engine variant
BEARING
NOZZLE GUIDE VANES

(convergent passage)
Nozzle
guide vane
Turbine
wheel
GAS TO THE
POWER TURBINE
GAS FROM THE

COMBUSTION
CHAMBER
COMPRESSOR
DRIVE
CONTAINMENT
SHIELD
CASING
SHAFTS
ROTATION
PRESENTATION
GAS GENERATOR TURBINE

Edition: April 2012
3.13
ENGINE


Type:
Two stage axial
ARRIEL 1
Training Notes
PRESENTATION
Function
The power turbine transforms the gas energy into mechanical

power to drive the reduction gearbox.
The turbine extracts the energy from the gas to drive the power
shaft through the reduction gearbox.
Position
- Between the gas generator and the reduction gearbox.
It forms the module M04.
- Type: axial, single stage
- Speed rotation: N2; CW
- Made of special alloy
The operation is characterised by the second phase of

expansion.
Turbine flow
The gas supplied by the gas generator flows through the nozzle
guide vane. In the nozzle guide vane, the gas velocity increases
due to the convergent passage.
The gas are directed onto the turbine wheel and the resultant
of the aerodynamic forces on the blades causes the wheel
to rotate. The gas are then expelled overboard through the
exhaust pipe.
Main components
Wheel
Shaft
Bearings
Nozzle guide vane
Containment shield
Casing.

Edition: April 2012
3.14
ENGINE


POWER TURBINE
Training Notes
ARRIEL 1
Speed rotation:
N2; CW
NOZZLE GUIDE
VANE
WHEEL
BEARINGS

Rotation
ROTATION
OF THE
POWER TURBINE
Nozzle guide
vane
Turbine
wheel
REDUCTION
GEARBOX
DRIVE (CW)
GAS FROM THE

GAS GENERATOR
TURBINE
EXPANSION IN THE
NOZZLE GUIDE VANE
CONTAINMENT
SHIELD
POWER
TURBINE CASING
SHAFT
GAS
EXHAUST
PRESENTATION
POWER TURBINE
Edition: April 2012
3.15
ENGINE


Type:
Axial, single stage
ARRIEL 1
Training Notes
Function
The exhaust system continues the expansion phase and expels

the gas overboard.
The exhaust pipe, which has an elliptical outlet, is made from

stainless steel. It is bolted to the rear flange of the power turbine
casing with the containment shield.
Position
A heat shield is fitted between the exhaust pipe and the reduction
gearbox to protect the gearbox from the exhaust heat.
- Behind the power turbine, around the reduction gear.
The exhaust pipe has a drain at the bottom.
Functionally it should be noted that the exhaust gas still contains

a certain amount of energy which produces a small residual
thrust.
- Type: Elliptical
- Non-modular part
- Gas temperature: 600C (1080F)
- Made of stainless steel.
Main components
- Exhaust pipe
- Heat shield.
Note: The exhaust pipe is considered to be an SRU.
(Shop Replaceable Unit)

Edition: April 2012
3.16
ENGINE


EXHAUST SYSTEM
Training Notes
ARRIEL 1
Non-modular part
EXHAUST
PIPE
HEAT
SHIELD
Reduction
gearbox
Gas temperature:
600C (1080F)
EXHAUST PIPE
Made of stainless steel
HEAT SHIELD
EXHAUST
GAS
HEAT
SHIELD
EXHAUST
PIPE
REDUCTION
GEARBOX
EXHAUST SYSTEM
Edition: April 2012
GAS FROM THE

POWER TURBINE
3.17
ENGINE


Type:
Elliptical
ARRIEL 1
Training Notes
REDUCTION GEARBOX
- The reduction gear provides a forward output drive at a
reduced speed
Function
The reduction gearbox provides a reduced speed output and
transmits the drive forwards.
- The drive gear is directly driven by the power turbine shaft

(muff coupling drive). It transmits the movement to the
intermediate gear
Position
- The intermediate gear drives the output gear which provides

the power drive.
- At the rear of the engine

- It forms the module M05.
- Type: 3 stages, helical gears
- Drive gear speed: N2
- Output gear speed: 6000 rpm (except 1S1); CW.
- Gears made of steel
Main components
- Drive gear
- Intermediate gear
- Fork shaped plates
- Output gear
- Casings
- Hydraulic torquemeter.

Edition: April 2012
3.18
ENGINE


GENERAL
Training Notes
2 FORK
SHAPED PLATES
MUFF
COUPLING
DRIVE GEAR
INTERMEDIATE
GEAR
INTERMEDIATE
GEAR
N2
DRIVE
GEAR
HYDRAULIC
TORQUEMETER
Type:
3 stages, helical gears
100% N1,
CW
OUTPUT GEAR
Drive gear speed:

N2
OUTPUT
GEAR
Output gear speed:

6000 rpm (except 1S1)
Gears made of steel
CASINGS
GENERAL
REDUCTION GEARBOX
Edition: April 2012
3.19
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes
TRANSMISSION SHAFT AND ACCESSORY

GEARBOX
Driven accessories
- Starter-generator
Function
- Breather
The shaft transmits the power to the helicopter via the power
off-take at the front of the engine.
- N2 tachometer generator
The accessory gearbox provides the drive for the engine

accessories.
- Oil pump
Position


GENERAL
- N1 governor
- N2 tachometer generator
- N2 governor.
- Shaft beneath the engine

- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
- Type of gears:
spur gear
bevel gear.
Main components
- Accessory drive shaft
- Accessory drive train
- Casings.
Edition: April 2012
3.20
ENGINE
Training Notes
ACCESSORY
DRIVE SHAFT
(N1)
Type of gears:
Spur gear
Bevel gear
FRONT
CASING
STARTER-GENERATOR
DRIVE GEAR
BREATHER
GEAR
ACCESSORY
DRIVE SHAFT
REAR
CASING
ACCESSORY
DRIVE TRAIN
N1
TACHOMETER
GENERATOR
N1 GOVERNOR
AND OIL PUMP
TRANSMISSION
SHAFT GEAR
POWER
OFF-TAKE
N2 GOVERNOR AND
N2 TACHOMETER GENERATOR
ACCESSORY
DRIVE GEAR
(N2)
TRANSMISSION
SHAFT
GENERAL
TRANSMISSION SHAFT AND ACCESSORY GEARBOX

Edition: April 2012
3.21
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes
TRANSMISSION SHAFT - TWIN-ENGINE

CONFIGURATION
Function
Description
The shaft transmits the power to the power off-take and accessory
gearbox. The shaft is located in a protection tube bolted to the
reduction gearbox at the rear and to the accessory gearbox at
the front.
- Lower part of the engine.
The front of the shaft is supported by a ball bearing in the

accessory gearbox front casing. The triangular flange which
forms the power off-take is splined onto the front of the
transmission shaft and is secured by a nut. Sealing of the oil
which lubricates the bearing is ensured by a magnetic carbon
seal.
Three oil tubes are located between the shaft and the protection
tube.
The shaft transmits the power to the front power off-take.
Position
Hollow steel shaft.
The rear of the shaft is splined into the hub of the output gear
of the reduction gear.
Main components
- Transmission shaft
- Protection tube
- Accessory drive gear
- Power off-take.

Edition: April 2012
3.22
ENGINE



GEARBOX
Training Notes
SHAFT
POWER OFF-TAKE
(triangular flange)


ARRIEL 1
OUTPUT
GEAR
ACCESSORY
DRIVE GEAR
MAGNETIC
CARBON SEAL
OIL TUBE
PROTECTION
TUBE
FRONT PART
REAR PART
TRANSMISSION SHAFT - TWIN-ENGINE CONFIGURATION

Edition: April 2012
3.23
ENGINE
ARRIEL 1
Training Notes
TRANSMISSION SHAFT - SINGLE ENGINE

CONFIGURATION
Three oil pipes are located within the protection tube.

A free wheel is mounted on the triangular flange to drive the
power drive shaft which drives the main gearbox and the tail
rotor.
Function
The shaft transmits the power to the front and to the rear of
the engine.
Lubrication of the free wheel and its bearing is by the oil contained
in the free wheel housing, or by the oil system of the engine,
according to the version.
Position:
The rear of the transmission shaft is splined into the hub of the
output gear of the reduction gear.
- Lower part of the engine.
The rear of the tail rotor drive shaft is supported by a ball bearing
in the hub of the output gear. A magnetic carbon seal is fitted
in the rear cover of the gearbox.
- Hollow steel shaft with coaxial drive shaft.
Note:
Description
The shaft transmits the power to the power drive shaft. The
transmission shaft is located in a protection tube bolted to the
reduction gearbox at the rear and to the accessory gearbox at
the front.
In single-engine configuration the free wheel and

transmission shaft front magnetic carbon seal are
SRU. So they can only be replaced in 2nd Line
maintenance.
The front of the transmission shaft is supported by a ball bearing

in the accessory gearbox front casing. A triangular flange is
splined onto the front of the transmission shaft. Sealing of
the oil which lubricates the bearing is ensured by a magnetic
carbon seal.

Edition: April 2012
3.24
ENGINE



GEARBOX
Training Notes
SEAL
TRIANGULAR FLANGE
TAIL ROTOR
DRIVE
SHAFT
ACCESSORY
DRIVE GEAR
POWER DRIVE
SHAFT
FREE WHEEL
MAGNETIC
CARBON SEAL
MAGNETIC
CARBON
SEAL
OIL TUBE
FRONT PART
REAR PART
TRANSMISSION SHAFT - SINGLE ENGINE CONFIGURATION

Edition: April 2012
3.25
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes

GEARBOX

ACCESSORY GEARBOX - DESCRIPTION 1

The accessory gearbox has four drives on the front face:
starter-generator (equipped with a magnetic carbon
seal)
fuel control unit N1
fuel control unit N2
power
and mounting bolts on the upper part for attachment of the
M02.
It has 3 power drives on the rear face:
oil pump
N1 tachometer generator
N2 tachometer generator
and the protection tube mounting flange, and the accessory
drive shaft passage on the upper part.

Edition: April 2012
3.26
ENGINE
Training Notes
MOUNTING
BOLTS
MAGNETIC
CARBON
SEALS
ACCESSORY
DRIVE SHAFT
PASSAGE (N1)
N1
TACHOMETER
GENERATOR
FUEL CONTROL
UNIT N1 DRIVE
OIL
PUMP
STARTERGENERATOR
DRIVE
FUEL CONTROL
UNIT N2 DRIVE
POWER
DRIVE
PROTECTION
TUBE MOUNTING
FLANGE
N2
TACHOMETER
GENERATOR
FRONT VIEW
REAR VIEW

Edition: April 2012
3.27
ENGINE


ARRIEL 1
ARRIEL 1
Training Notes

GEARBOX


The transmission shaft and the accessory box assembly
constitutes the module M01 located at the engine lower part.
The accessory gearbox includes a train of gears housed in
a gearbox formed by two half casings made of light alloy.
The gearbox is installed at the bottom of the axial compressor
by means of four bolts.
The starter-generator gear forms the engine breather.
The fuel control unit N1 gear drives the oil pump at the rear.
The fuel control unit N2 gear is driven by the gear on the
transmission shaft.
The module identification plate is fitted on the front face of the
gearbox.
Note: The engine front support casing is bolted onto the front
face of the accessory gearbox (according to version).

Edition: April 2012
3.28
ENGINE
Training Notes
ARRIEL 1
N1
TACHOMETER
GENERATOR
Startergenerator
mounting
flange
DRIVE SHAFT
(N1)
REAR
CASING
N1 TACHOMETER
GENERATOR
TRANSMISSION
SHAFT GEAR
(N2)
N1 FUEL CONTROL
UNIT AND OIL
PUMP DRIVE
N1 FUEL CONTROL
UNIT AND OIL
PUMP DRIVE
OIL
PUMPS
FRONT
CASING
Identification
plate
N2 FUEL
CONTROL UNIT
AND N2 TACHOMETER
GENERATOR
N2 FUEL
CONTROL UNIT
N2 TACHOMETER
GENERATOR

Edition: April 2012
3.29
ENGINE


STARTERGENERATOR /
BREATHER GEAR
ARRIEL 1
Training Notes

GEARBOX
The operation is considered during engine starting and in
normal running.
The gas generator drives the accessory gear train through the
bevel gear located on the axial compressor shaft.
The following accessories are driven:
Operation during engine starting

During starting, the starter motor drives the accessory gearbox
and thus the gas generator rotating assembly.
The compressors supply air to the combustion chamber and
the starting sequence continues.
At self-sustaining speed the electrical supply to the starter
motor is cut. The starter motor is then mechanically driven by
the engine and operates as a generator to provide DC current
to the aircraft electrical system.

Operation in normal running
- Starter-generator
- FCU: N1 and N2
- Oil pumps
- Tachometer generator: N1 and N2.
Edition: April 2012
3.30
ENGINE


ACCESSORY GEARBOX - OPERATION
Training Notes
FWD
STARTER
MOTOR
FWD
DRIVE
SHAFT
DIRECT CURRENT
GENERATOR
DURING
ENGINE STARTING


ARRIEL 1
DRIVE
SHAFT
NORMAL RUNNING
(N1 self-sustaining speed)
ACCESSORY GEARBOX - OPERATION

Edition: April 2012
3.31
ENGINE
ARRIEL 1
Training Notes
ENGINE - OPERATION
The process comprises compression, combustion, expansion

and the transmission of the power.
Compression
The ambient air is compressed by an axial supercharging
compressor and a centrifugal compressor.
Expansion
- The gas expands in the gas generator turbine which extracts
the energy required to drive the compressors and accessories
(N1 rotation: ACW)
During this phase the pressure and temperature of the gas
drop, whilst the velocity increases.
This phase is essentially characterised by the air flow

(approx. 2.5 kg/s; 5.5 lb/sec.) and the compression ratio (approx.
8.2).
- There is a further expansion in the power turbine which

extracts most of the remaining energy to drive the output
shaft (N2 rotation: CW)
After the power turbine the gas is discharged overboard via
the exhaust pipe, giving a slight residual thrust.
Combustion
Power transmission
The compressed air is admitted into the combustion chamber,

mixed with the fuel and burnt in a continuous process.
The power is transmitted forward by a reduction gearbox and

an external transmission shaft.
The air is divided into two flows:
Note:

- A primary flow for combustion

- A secondary flow for cooling the gas.
This phase is essentially characterised by the temperature rise
(flame temperature of approx. 2500C; 4532F) and a pressure
drop of about 4%.

Edition: April 2012
The engine reference stations are:

0 - Ambient air
1 - Axial compressor inlet
1' - Axial compressor outlet
2 - Centrifugal compressor outlet
3 - Turbine inlet
4 - Gas generator turbine outlet
5 - Power turbine outlet.
3.32
ENGINE


The engine provides power by transforming the energy in the

air and fuel into mechanical energy on a shaft.
Training Notes
ARRIEL 1
Residual thrust
Secondary air
(dilution air)
Gas
EXHAUST
AIRFLOW
2.5 kg/s
(5.5 lb/s)
Fuel
0
1'
2500
(4532)
101,3
P kPa (14.7)
(PSI)
TC
(F)
V
15
(59)
AMBIENT
AIR
800
(116)
POWER TRANSMISSION
1125
(2057) 880
(1616)
820
(118.9)
160
(23.2)
600
(1080)
300
(43.5)
320
(608)
108
(15.7)
65
(149)
Values given
for information at a
given reference rating
COMPRESSOR
COMBUSTION
CHAMBER
COMPRESSION
COMBUSTION
TURBINES
EXPANSION
ENGINE - OPERATION
(power transmitted forward

by a reduction gearbox and
an external shaft)
Edition: April 2012
3.33
ENGINE


Primary air
(combustion air)
ARRIEL 1
Training Notes
Mandatory maintenance tasks
Refer to Maintenance Manual (chapter 05).
List of maintenance tasks considered by the manufacturer as

having to be carried out, although they do not directly affect
flight safety.

List of maintenance tasks to be carried out:
Recommended maintenance tasks
- After the last flight of the day
List of maintenance tasks that are advised by the engine

manufacturer in order to improve reliability, increase availability
and reduce the operating cost of the engine.
- Before the first flight of the day

- Pre-flight
- Post-flight
Note: Before carrying out any maintenance tasks, remember to

refer to the latest Service Bulletins and Service Letters.

- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks

List of maintenance tasks to performed to meet the Airworthiness
objectives.

Edition: April 2012
3.34
ENGINE


ENGINE - 1ST LINE MAINTENANCE
Training Notes
ARRIEL 1
SERVICING INSPECTIONS
MANDATORY MAINTENANCE TASKS
AFTER 15 FLIGHT HOURS OR 7 DAYS

- Make sure there are no foreign objects (air intake)
- Inspection of the axial compressor wheel (impacts)
- Rotating assembly turns freely, listen for abnormal
noises (rub)
- Visually check that there are no external leaks
- Condition of the accessories attachments
- Visual inspection (no cracks) of casings, diffuser and
exhaust pipe
IMPERATIVE MAINTENANCE TASKS
- Check for abnormal noises during gas generator
rundown
- Make sure that the gas generator rotates freely (when
T4 < 150C) (pre TU202)
- Condition and attachment of the engine and of the front
support (no craks)
- Record C1 and C2 cycles in the engine log book
- Consistency check (cycles counter)
Before
carrying out any
maintenance tasks, remember
to refer to the latest Service
Bulletins and Service
Letters.
- Blades of the axial compressor

Inspection
Chap. 72
- Combustion chamber
Inspection
Chap. 72
- Gas generator turbine 1st stage

Borecope inpsection
Chap. 72
- 3 hollow struts for the passage of the rearbearing oil-tubes

Vrification
Chap. 72
- Attachments, pipes and supports

Inspection and check
Chap. 70
Ground run
Do a vibration check at rear point
Chap. 71
RECOMMENDED MAINTENANCE TASKS

- Cleaning of the air path
Frequency
- Blades of the power turbine (pre TU347)
Check
- Exhaust pipe and heat shield
Chap. 71
Chap. 72
Chap. 72

Edition: April 2012
3.35
ENGINE


ARRIEL 1
Training Notes

List of maintenance tasks to be carried out when required (in
the event of an operating anomaly).




Edition: April 2012
3.36
ENGINE
ARRIEL 1
Training Notes


(non exhaustive list)
- Free wheel shaft assembly

Removal / installation
Rear shaft output seal: removal /
installation
Sealing ring: removal
- Magnetic seal of the starter
- Seal of the fuel control unit adapter
- Seal of the accessory gearbox/FT
- Seal of the tachometer transmitter
- Magnetic seal of the transmission shaft
Replacement
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Before
carrying out any
Letters.

Edition: April 2012
3.37
ENGINE


Training Notes
ARRIEL 1


4 - OIL SYSTEM
- Oil system presentation (79-00-00)..................................................... 4.2
- Oil tank - Oil cooler - Oil pressure transmitter................................... 4.6
- Oil pumps (72-80-02)............................................................................. 4.8
- Oil filter(72-80-03)................................................................................. 4.10
- Oil filter pre-blockage indicator (72-80-03)......................................... 4.14
- Low oil pressure switch (79-31-00)..................................................... 4.16
- Electrical magnetic plugs (72-38-00)................................................... 4.18
- Mechanical magnetic plugs (72-80-04)............................................... 4.20
- Scavenge strainers (72-80-05)............................................................. 4.22
- Centrifugal breather (72-10-01)............................................................ 4.24
- Oil system - Operation (72-80-00)........................................................ 4.26
- Oil pipes and ducts (72-80-06)............................................................. 4.28
- Oil system - 1st line maintenance....................................................... 4.30 - 4.33
Edition: April 2012
4.1
OIL SYSTEM
ARRIEL 1
Training Notes
OIL SYSTEM PRESENTATION

Lubrication requirements
Function
Lubrication is required for the following components:
The oil system ensures lubrication and cooling of the engine.
- Gas generator front bearings

Axial compressor bearing
Centrifugal compressor bearing
Accessory drive bearing
Position
All the components are fitted on the engine except the tank
and cooler.
- Gas generator rear bearing

- Power turbine bearings
- System type: variable pressure, full flow, dry sump, synthetic
oil
- Max. oil temperature: 115C (239F)
- Reduction gearbox
- Accessory drive gearbox.
Sealing
- Min. oil pressure: 90 or 130 kPa (13 or 18.85 PSIG)

according to version
Gas generator and power turbine bearings are sealed by

pressurised labyrinths, which are provided with abradable
deposits.
- Max. oil pressure: 800 kPa (116 PSIG)

- Max. oil consumption: 0.3 l/h or 0.15 l/h according to
version.

Edition: April 2012
4.2
OIL SYSTEM


GENERAL
Training Notes
ARRIEL 1
GAS GENERATOR
POWER TURBINE
REAR
BEARING
FRONT
BEARINGS
FRONT
BEARING
REAR
BEARINGS
Engine lubrication
and cooling
Type:
Variable pressure, full flow,
dry sump, synthetic oil
Max. oil temperature:
115C (239F)
Min. oil pressure:
90 or 130 kPa
(13 or 18.85 PSIG)
Max. oil pressure:
800 kPa (116 PSIG)
Max. oil consumption:
0.3 l/h or 0.15 l/h
BEARINGS
GEARS
BEARINGS
ACCESSORY DRIVE GEARBOX
GEARS
REDUCTION GEARBOX
Sealing:
Gas generator and power turbine bearings are sealed by pressurised
labyrinths, which are provided with abradable deposits.
GENERAL

Edition: April 2012
4.3
OIL SYSTEM


OIL SYSTEM
ARRIEL 1
Training Notes

Check valve (general oil return line to oil tank)
Oil tank
The tank contains the volume of oil required to lubricate the
engine. It is supplied by the aircraft manufacturer.
Oil pumps
The pump pack contains one pressure pump and three scavenge
pumps. The gear type pumps are driven by the accessory
gearbox. The pressure pump is equipped with a pressure relief
valve and in some versions a check valve.
Oil filter
The filter retains any particles which may be present in the oil. It is
provided with a by-pass valve and a pre-blockage indicator.
Scavenge strainers
The scavenge strainers protect the scavenge pumps from
debris in the system.
Magnetic plugs
A check valve is fitted downstream of the scavenge pumps, on

the general oil return line to the oil tank.
Oil cooler
The oil cooler cools the oil. It is supplied by the aircraft
manufacturer.
Centrifugal breather
The centrifugal breather separates the oil from the air/oil mist
and vents the system.
Indicating devices
-
-
-
-
-
-
Oil temperature probe (aircraft manufacturer's supply)

Pre-blockage indicator
Low oil pressure switch
Pressure transmitter
Magnetic plugs
Electrical magnetic plugs.
Mechanical magnetic plugs are fitted upstream of the scavenge

pumps. An electrical magnetic plug is fitted at the general
scavenge outlet, another one at the rear bearing of the gas
generator scavenge.

Edition: April 2012
4.4
OIL SYSTEM


DESCRIPTION
Training Notes
ARRIEL 1
Check valve
(some versions)
Oil
temperature
probe
TANK
COOLER
Low oil
pressure switch
ENGINE
Pressure
Relief
valve
Check
valve
Electrical
magnetic plug
CENTRIFUGAL
BREATHER
Pre-blockage
indicator
By-pass
valve
Scavenge
pumps
Pressure
transmitter

AIRFRAME
Pressure
pump
FILTER
Magnetic
plug
Electrical
magnetic plug
OIL PUMPS
Magnetic
plug
SCAVENGE
STRAINERS
DESCRIPTION

Edition: April 2012
4.5
OIL SYSTEM
ARRIEL 1
Training Notes
Oil tank
- Type: air-oil cooler
- Differential and thermostatic by-pass valve
Function
The tank contains the oil required for engine lubrication.
Oil pressure transmitter
Position
Function
- On the aircraft: it is installed with the oil cooler above the

plenum chamber, between the main gearbox and the front
firewall.
The transmitter provides a signal of oil pressure to the instrument

panel.
Main components
- Filler cap, level indicator, drain plug (with magnetic plug),
temperature probe and unions (supply, return and vent).
Position
- In the system: in the supply system, downstream of the
filter
- On the engine: screwed into the filter base.
Oil cooler
- Output signal: voltage proportional to the oil pressure.
Function
The oil cooler cools the oil after it has passed through the engine.
Position
Note: All these components are aircraft manufacturer's

supplies. Refer to aircraft manufacturer documentation.
- In the system: between the scavenge pumps and the tank

- On the aircraft: it is installed on the oil tank above the plenum
chamber between the main gearbox and the front firewall.

Edition: April 2012
4.6
OIL SYSTEM


OIL TANK - OIL COOLER - OIL PRESSURE

TRANSMITTER
Training Notes
Aircraft manufacturers
supplies. For further details,
refer to the aircraft
documentation.
AIRFRAME
OIL PRESSURE TRANSMITTER

Electrical
signal to the
cockpit


ARRIEL 1
ENGINE
OIL TANK
OIL COOLER
OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER

Edition: April 2012
4.7
OIL SYSTEM
ARRIEL 1
Training Notes
OIL PUMPS
- The pressure relief valve
Function
- The check valve (according to version).
Position
Operation
- On the engine: the pump pack is mounted on the rear face

of the accessory gearbox.
The pressure pump draws the oil from the tank and pumps it
to the filter.
The scavenge pumps draw the oil from the casings and pump
it to the cooler.
- Type: gear
- Pressure pump outlet pressure: approx. 300 kPa (43.5 PSI)
(variable pressure system)
- Pressure relief valve setting: 800 kPa (116 PSI)
- Check valve: according to version.
Description
The oil pump pack is mounted on the rear left face of the accessory
gearbox and is driven at a speed proportional to N1.
It consists of:
- 4 gear type pumps:
Pressure pump
Gas generator rear bearing scavenge pump
Reduction gearbox scavenge pump
Accessory gearbox scavenge pump
Pressure relief valve operation

If the oil pressure exceeds the valve setting the valve opens
and allows the oil to return to the pump inlet.
In normal operation the valve is closed and only opens
in exceptional circumstances, e.g. starting with very low
temperature.
Pressure pump outlet check valve operation

When the oil pressure is very low, e.g. engine stopped or at the
beginning of start, the valve is closed in order to prevent flow
between the oil pressure pump and the oil system.
- The pump casing provided with inlet and outlet orifices

Edition: April 2012
4.8
OIL SYSTEM


The pumps ensure oil circulation.
Training Notes
Check valve
(according
to version)
Pressure
relief valve
From oil tank
PACK OF
PUMPS
Type:
Gear
Oil filter
Pressure pump outlet pressure:

Approx. 300 kPa (43.5 PSI)
(variable pressure system)
To lubrication
To oil
cooler
From
engine
Pressure relief valve setting:

800 kPa (116 PSI)
Check valve:
Normal
running condition
(valve closed)
Overpressure
(valve open)
PRESSURE RELIEF VALVE OPERATION

Scavenge
pumps
Pressure
pump
OIL PUMPS
DRIVE SHAFT
Normal
running condition
(valve open)
Engine stopped
and initial phase
of starting
(valve closed)
PUMP BODY
PRESSURE PUMP OUTLET CHECK

VALVE OPERATION
OIL PUMPS
Edition: April 2012
4.9
OIL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
OIL FILTER
Main components
Function
- Filter base
The filter retains particles that may be in the oil.
- Pre-blockage indicator (pre-blockage pressure switch on

1E version)
Position
- Cover
- In the system: downstream of the pressure pump
- By-pass valve.
- On the engine: on the left rear face of the accessory

gearbox.
- Type: metal cartridge
- Filtering ability: 30 microns
- Mechanical pre-blockage indicator: P 150 kPa
(21.7PSID)
- By-pass valve setting: P 200 kPa (29 PSID).

Edition: April 2012
4.10
OIL SYSTEM


GENERAL
ARRIEL 1
Training Notes
FILTER
BASE
PRE-BLOCKAGE
INDICATOR
(pre-blockage
pressure switch
on 1E version)
BY-PASS
VALVE
Type:
Metal cartridge
Filtering ability:
30 microns
Mechanical pre-blockage
indicator:
P 150 kPa (21.7 PSID)
Pressure
relief valve
Check valve
(according
to version)
Pre-blockage
indicator
To lubrication
From oil tank
By-pass valve setting:

P 200 kPa (29 PSID)
By-pass valve
FILTER
GENERAL
OIL FILTER
Edition: April 2012
4.11
OIL SYSTEM


COVER
ARRIEL 1
Training Notes
OIL FILTER
Operation
Description
Normal condition (filtering)
The main components of the filtering unit are the following:
The oil supplied by the pressure pump passes through the

filter from outside to inside. The filtered oil then passes to the
engine for lubrication.
- Filter base
- Filter cover
Pre-blockage
- Metal cartridge (filtering element)
If the filter begins to become blocked the pressure difference

across the filter increases. At a given difference, a red mechanical
indicator pops out. The oil continues to flow through the filter.
- By-pass valve (fitted inside the filter base)

- Drain valve.
The filter base incorporates mounting points for the following:
- Pre-blockage indicator
Blockage
If the pressure difference exceeds the by-pass valve setting, the
by-pass valve opens and unfiltered oil passes to the system.
- Low oil pressure switch

- Oil pressure transmitter.

Edition: April 2012
4.12
OIL SYSTEM


DESCRIPTION - OPERATION
Training Notes
ARRIEL 1
FILTER
COVER
FILTERING
ELEMENT
LOW OIL
PRESSURE SWITCH
PRE-BLOCKAGE
INDICATOR
OIL PRESSURE
TRANSMITTER
BY-PASS
VALVE
NORMAL CONDITION
OPERATION OF
THE MECHANICAL
PRE-BLOCKAGE
INDICATOR
PRE-BLOCKAGE
BY-PASS
VALVE
DRAIN
VALVE
FILTER
BASE
PRE-BLOCKAGE
INDICATOR
BLOCKAGE
OPERATION OF THE
BY-PASS VALVE
DESCRIPTION - OPERATION
OIL FILTER

Edition: April 2012
4.13
OIL SYSTEM


OIL FILTER
(filtering 30 microns)
ARRIEL 1
Training Notes
OIL FILTER PRE-BLOCKAGE INDICATOR

Operation
The indicator indicates the onset of filter blockage.
Normal operation
Position
Filter downstream pressure plus spring pressure is greater

than upstream pressure. The two pistons are held together by
magnetic force. The indicator is not visible.
On the left face of the filter housing.
-
-
-
-
Pre-blockage
Type: differential
Setting: P 150 kPa (21.7 PSID)
Indication: red indicator
Manual rearming.
Filter upstream pressure exceeds downstream plus spring

pressure and the P piston displaces.
This breaks the magnetic hold and the indicator piston is pushed
out by its spring. The indicator is visible.
Description
The bi-metallic thermal lock ensures that the indicator doesn't

operate when a large P is caused by low temperature (locked
below 50C (122F)).
The pre-blockage indicator comprises the following parts:

- Indicator body including:
Filter upstream pressure inlet
Filter downstream pressure inlet
- Red indicator piston
- P piston
- Transparent cover
- Thermal lock
- O'ring seals ensure the filter pre-blockage indicator sealing.

It is rearmed by removing the cover and pushing in the

indicator.
Note: In the 1E version, the filter pre-blockage indicator is
replaced by a filter pre-blockage pressure switch.
Edition: April 2012
4.14
OIL SYSTEM


Function
Training Notes
ARRIEL 1
INDICATOR
BODY
< 50C (122F)
> 50C (122F)
Thermal lock
operation
Downstream
pressure
Type:
Differential
RED
INDICATOR
Setting:
P 150 kPa (21.7 PSID)
Upstream
pressure
NORMAL OPERATION
Indication:
Red indicator
Manual rearming
Pressure
relief valve
From oil tank
Check valve
(according
to version)
PRE-BLOCKAGE
INDICATOR
Red indicator
out
Downstream
pressure
To lubrication
Upstream
pressure
PRE-BLOCKAGE
OIL FILTER PRE-BLOCKAGE INDICATOR

Edition: April 2012
4.15
OIL SYSTEM


TRANSPARENT
COVER
ARRIEL 1
Training Notes
LOW OIL PRESSURE SWITCH

The low oil pressure switch detects low oil system pressure
and provides cockpit indication.


Function
Position
- In the system: downstream of the filter
- On the engine: fitted on the filter base.
- Type: diaphragm pressure switch
- Setting: 90 or 130 kPa (13 or 18.9 PSI) (according to
version)
- Indication: light on instrument panel.
The pressure switch microswitch is open during normal engine
operation.
If the oil pressure reduces to less than the low oil pressure
switch setting, the diaphragm moves down. This causes the
electrical contact to close, completing the circuit of the low oil
pressure warning light.
An O-ring seal ensures the sealing between the pressure switch
and the filter base.

Edition: April 2012
4.16
OIL SYSTEM
Training Notes
ARRIEL 1
ELECTRICAL
CONTACT
ELECTRICAL
CONNECTOR


LOW OIL
PRESSURE SWITCH
From filter
(pressure pump)
WARNING LIGHT
(instrument panel)
+28 VCC
PLUNGER
DIAPHRAGM
From filter
Type:
Diaphragm pressure switch
Setting:
90 or 130 kPa
(13 or 18.9 PSI)
Indication:
Light on instrument panel
To lubrication
LOW OIL PRESSURE SWITCH

Edition: April 2012
4.17
OIL SYSTEM
ARRIEL 1
Training Notes
ELECTRICAL MAGNETIC PLUGS
The electrical magnetic plugs provide a cockpit indication of

metal particles in the oil system.
Position
The plugs are fitted into a housing which is provided with a

self-sealing valve.
The scavenge oil flows across the magnetic probe.
- In the system:
one downstream of the scavenge pumps
one upstream of the rear bearing scavenge pump
- On the engine:
one near the pump assembly (scavenge pumps)
one on the left side of the accessory gearbox
(rear bearing).
Note: The oil system also has two mechanical magnetic plugs
located on the lower part of the accessory gearbox and
on the lower part of the reduction gearbox.
Operation
The magnetic probe attracts magnetic particles present in the
oil.
If it attracts sufficient particles to form a bridge across the gap, this
will complete the electrical circuit between the two magnetic parts
and thus illuminate an indicator on the instrument panel.
- Type:
Magnetic with electrical indication
Self-sealing housing.
The resistor is fitted to allow the installation of a test circuit.
Description
The electrical magnetic plugs comprise a magnetic probe which
has two parts which are electrically insulated from one another
and have a small gap between them.

A resistor is connected across the gap. The plugs are connected,

via the engine electrical harness, to the aircraft instrument panel
with an optional test system.
Note: Refer to aircraft documents for further details.
Edition: April 2012
4.18
OIL SYSTEM


Function
Training Notes
Type:
Electrical
magnetic plug
Housing:
Self-sealing
ELECTRICAL
CONNECTOR
PLUG BODY
Scavenge
strainer
To oil
cooler


ARRIEL 1
From
engine
GAP
ELECTRICAL
MAGNETIC PLUG
Scavenge pumps
Firewall
AIRCRAFT
Resistor
HOUSING
ENGINE
GAP
SELF-SEALING
VALVE
INDICATOR
ELECTRICAL
MAGNETIC PLUG
ELECTRICAL MAGNETIC PLUGS

Edition: April 2012
4.19
OIL SYSTEM
ARRIEL 1
Training Notes
Function
Main components
The mechanical magnetic plugs retain magnetic particles

contained in the oil to provide a rapid and frequent check of
the internal condition of the engine.
- Self sealing housing:

Housing
O-ring seal
Valve
Spring
Position
In the system:


MECHANICAL MAGNETIC PLUGS
- Magnetic plug:
Magnet
O-ring seal(s)
Locating pins or notches.
- One on the reduction gearbox scavenge return

- One on the accessory gearbox scavenge return.
On the engine:
- One at the bottom of the reduction gearbox
- One at the bottom of the accessory gearbox.
They are mounted on the left or the right side according to the
position of the engine in the helicopter.
- Type:
Single magnetic pole
Self-sealing housing

Edition: April 2012
4.20
OIL SYSTEM
ARRIEL 1
Training Notes
LOCATING PINS
O-RING SEALS
O-RING
SEALS
HOUSING
AFTER TU 308A
BEFORE TU 308A
MAGNET
Type:
Single magnetic pole
Self-sealing housing
NORMAL POSITION
SPRING
MAGNET
To
scavenge
pumps
MECHANICAL
MAGNETIC
PLUGS
LOCATING
PIN
REMOVED POSITION
MECHANICAL MAGNETIC PLUGS

O-RING
SEALS
Edition: April 2012
4.21
OIL SYSTEM


VALVE
ARRIEL 1
Training Notes
Function
Main components
The scavenge strainers protect the scavenge pumps against

large particles which might be in the oil.
- Strainer body
Position
- Mounting flange
- In the system: they are fitted in each scavenge line upstream

of the scavenge pump
- O-ring seal.
- On the engine:
Two scavenge strainers are located on the accessory
gearbox casing (reduction gearbox and accessory
gearbox scavenge)
One scavenge strainer is located on the oil pump
assembly (gas generator rear bearing scavenge)
- Wide-mesh filter
A scavenge strainer is a wide-mesh filter which retains any large

particles which may be present in the oil in order to protect the
scavenge pumps.
- Type: wide-mesh filter.
Note: The rear bearing scavenge strainer is fitted in the
electrical magnetic plug housing (TU 208).

Edition: April 2012
4.22
OIL SYSTEM


SCAVENGE STRAINERS
Training Notes
ARRIEL 1
Type:
Wide-mesh filter


Gas generator rear bearing

scavenge strainer
GAS GENERATOR
REAR BEARING
SCAVENGE STRAINER
(AFTER TU 208)
Accessory gearbox
scavenge strainer
Reduction gearbox
scavenge strainer
SCAVENGE STRAINER
To oil
cooler
From
engine
ACCESSORY
GEARBOX
AND REDUCTION
GEARBOX
SCAVENGE
STRAINERS
GAS GENERATOR
REAR BEARING
SCAVENGE STRAINER
(BEFORE TU 208)
To
scavenge
pumps
SCAVENGE
STRAINERS
SCAVENGE STRAINERS
Edition: April 2012
4.23
OIL SYSTEM
ARRIEL 1
Training Notes
Function
Operation
The centrifugal breather separates the oil from the air/oil mist
created by the oil system.
The centrifugal breather is driven by the intermediate gear of

the accessory drive.
Position
When the engine is running, the air/oil mist passes through

the breather.
It is formed by the starter/generator drive gear in the accessory

gearbox.
- Centrifugal force throws the oil droplets out into the gearbox
where they fall to the bottom of the casing
- The de-oiled air passes out through the shaft, via a gearbox
passage, into an external pipe which discharges into the
exhaust.
- Type: centrifugal
- De-oiled air: through the rear of the hollow shaft.
Description
The centrifugal breather is formed by the starter generator drive
gear. This gear is formed in one piece with a hollow shaft and
has holes which provide a passage between the gearbox and
the air vent.
The gear is supported by two ball bearings and has a magnetic
carbon seal at each end. Only the front magnetic carbon seal
can be replaced in 1st line maintenance.
The breather air outlet is at the rear end of the shaft, where the
air passes into the gearbox outlet.

Edition: April 2012
4.24
OIL SYSTEM


CENTRIFUGAL BREATHER
Training Notes
Type:
Centrifugal
De-oiled air:
Through the rear
of the hollow shaft
Oil droplets
(expelled by
centrifugal force)
AIR/OIL MIST
- from accessory gearbox
- from gas generator bearings
- from power turbine bearings
- from reduction gearbox
MAGNETIC
CARBON SEAL
STARTERGENERATOR
DRIVE GEAR
AIR VENT
DE-OILED AIR
De-oiled air
(to air vent)
STARTER
GENERATOR
DRIVE
Air/Oil
mist
BREATHER
HOLES
OIL DROPLETS
CENTRIFUGAL BREATHER
MAGNETIC
CARBON SEAL
Edition: April 2012
4.25
OIL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
OIL SYSTEM - OPERATION
Supply
The pressure pump draws the oil from the tank and supplies
the system. A pressure relief valve limits maximum pressure
by returning oil to the pump inlet.
The oil is then delivered through a check valve, the oil filter
and a calibrated orifice to the engine sections which require
lubrication:
- Gas generator front bearings
Scavenge
After lubrication, the oil falls by gravity to the bottom of the
sumps. The oil is then immediately drawn away by the scavenge
pumps and returned to the tank through the oil cooler (dry sump
system).
The scavenge strainers protect the scavenge pumps against
any particles which may be held in the oil.
A check valve, located downstream the scavenge pumps
prevents oil flow from the oil tank to the engine when the pressure
is very low (engine stopped).
- Gas generator rear bearing
Breathing
- Power turbine bearings
The oil mist which results from lubrication is returned to the

accessory gearbox, where the oil is separated from the air by
a centrifugal breather which vents overboard.
- Reduction gearbox
- Accessory gearbox and torquemeter (supply upstream of the
calibrated orifice).
The oil is sprayed by jets onto the parts to be lubricated.
The gas generator rear bearing has a direct air vent.
Indicating
The system ensures the following indications: pressure,
temperature, low pressure, electrical magnetic plug and filter
pre-blockage.

Edition: April 2012
4.26
OIL SYSTEM


The main functions of the oil system are: supply, scavenge,

breathing and indicating.
Training Notes
ARRIEL 1
ENGINE
SUPPLY
SCAVENGE
BREATHING
OIL SYSTEM - OPERATION

Edition: April 2012


AIRFRAME
AIR VENT
4.27
OIL SYSTEM
ARRIEL 1
Training Notes
OIL PIPES AND DUCTS

Supply to the power turbine bearings and
reduction gearbox
- Internal passage
- Tube inside the output shaft protection tube.
- Type of pipes: stainless steel, rigid.
Accessory gearbox supply

- Internal passages.
Tank to pressure pump
Scavenge, engine front end

- Flexible pipeline supplied by the aircraft manufacturer
Scavenge, gas generator rear bearing
- Union on the pressure pump.
- External pipe
- Union on pump.
Pressure pump to filter
Scavenge, engine rear part (power turbine

and reduction gear)
- Internal passage in the casing.
Filter to system
- Tube within output shaft protection tube

- Internal passage in the accessory gearbox casing.
Supply to the gas generator front bearings

- External pipe
- Union on the compressor casing.
Supply to the gas generator rear bearing

- External pipe.

Breathing
- Gas generator front bearings - into accessory gearbox
- Gas generator rear bearing - external pipe overboard
- Reduction gearbox and power turbine - internal into accessory
gearbox.
Vent
- External pipe from centrifugal breather to the exhaust pipe

- External pipe from gas generator rear bearing overboard.
Edition: April 2012
4.28
OIL SYSTEM


This description includes external pipes and internal passages

of the oil system.
Training Notes
ARRIEL 1
TO
INDICATION
REAR BEARING
LUBRIFICATION
Type of pipes:
Stainless steel, rigid
REAR BEARING
SEAL DRAIN
TANK
PUMP
TO PUMP TO FILTER
BREATHER
REAR BEARING
VENT
LUBRIFICATION OIL RETURN FROM

LINE
REAR BEARING
REAR BEARING
BREATHING
CENTRIFUGAL
BREATHER OUTLET
SCAVENGE TO
COOLER AND TANK
OIL PIPES AND DUCTS

Edition: April 2012
FILTER
TO ENGINE
SCAVENGE
TO PUMPS
4.29
OIL SYSTEM


FRONT BEARING
LUBRIFICATION
ARRIEL 1
Training Notes

flight safety.



- Pre-flight
- Post-flight



objectives.

Edition: April 2012
4.30
OIL SYSTEM


OIL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
ARRIEL 1

- Examine the visual pre-blockage indicator of the oil
filtering element
- Check the reduction gearbox magnetic plug (pre TU232)
- Make sure the oil level is correct
- Oil
Drain
Chap. 79
- Oil filtering element
Chap. 72
Inspection
- Reduction gearbox magnetic plug (post TU232)
Chap. 72
Inspection
- Accessory gearbox magnetic plug
Chap. 72
Inspection
- Electrical magnetic plugs
Chap. 72
Inspection
- Oil strainer return line from rear bearing
Chap. 72
Inspection
Chap. 79
Inspection
- Clogging of the generator rear bearing
Chap. 72
Inspection
- Low oil pressure switch
Chap. 79
- Oil pump
Chap. 72
Before
carrying out any
Letters.

Edition: April 2012
4.31
OIL SYSTEM


ARRIEL 1
Training Notes





Edition: April 2012
4.32
OIL SYSTEM
ARRIEL 1
Training Notes


- Accessory gearbox
Check valve: removal / installation
Oil filter base: removal / installation
Oil pump: removal / installation
Oil filter: removal / installation
Visual pre-blocage indicator: removal /
installation
Strainers: removal / installation
- Oil low pressure switch
- Electrical magnetic plug
Mobile plug: removal / installation
Test (harness included)
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 79
Chap. 79
Before
carrying out any
Letters.

Edition: April 2012
4.33
OIL SYSTEM


Training Notes
ARRIEL 1


5 - AIR SYSTEM
- Air system presentation (75-00-00)..................................................... 5.2
- Internal air system (75-00-00).............................................................. 5.4
- Air tappings (75-00-00)......................................................................... 5.6
- Compressor bleed valve (75-31-00)..................................................... 5.8
- External air pipes (75-29-00)................................................................ 5.16
- Air system - 1st line maintenance....................................................... 5.18 - 5.21
Edition: April 2012
5.1
AIR SYSTEM
ARRIEL 1
Training Notes
AIR SYSTEM PRESENTATION
The engine air system includes:


Function
- An internal air system which ensures:
The pressurisation of the labyrinth seals
The cooling of the engine internal parts
The balance of forces on the rotating assemblies
- Air tappings which ensure:
Start injector ventilation
Bleed valve operation
Aircraft air system supply
Air supply to the FCU metering unit
- The compressor bleed valve.
Note: Refer to the various systems for the location,
characteristics and operation.

Edition: April 2012
5.2
AIR SYSTEM
Training Notes
AIR TAPPINGS
- Start injector ventilation
- Bleed valve operation
- Aircraft air system supply
- Air supply to the FCU metering unit
INTERNAL AIR SYSTEM

- Pressurisation of labyrinth seals
- Cooling of internal parts
- Balance of forces on the rotating assemblies


ARRIEL 1
COMPRESSOR BLEED
VALVE
AIR SYSTEM PRESENTATION

Edition: April 2012
5.3
AIR SYSTEM
ARRIEL 1
Training Notes
INTERNAL AIR SYSTEM

Gas generator section
The internal air system pressurises the labyrinth seals, cools

certain parts and provides a balancing of forces.
Position
All the parts of the system are internal except the pressurisation
of the power turbine labyrinth which is supplied by an external
pipe.
- Type: air pressure tapping with a calibrated flow
The air from the centrifugal compressor outlet flows through

the hollow nozzle guide vanes (1ststage) and through holes
in the shroud. It is used to:
- Cool the nozzle guide vane and the front face of the gas
generator turbine
- Cool the front and rear faces of the gas generator turbines
(discharging into the gas flow)
- Pressurise the labyrinth seals of the gas generator rear
bearing (small flow into the bearing housing) and the injection
wheel.
The centrifugal compressor casing is fitted with air tapping
points. This air is called clean air as it is out of the main air
flow stream.
- Airflow: approx. 2% of the engine total flow.
Power turbine section
Front section
Air tapped from the centrifugal compressor inlet is used to
pressurise the front bearing labyrinths. There is a very small
flow of air into the bearing chamber.
Air tapped from the same point is discharged through the
compressor bleed valve, mounted on the compressor casing
(see compressor bleed valve).

Air tapped from the centrifugal compressor is used to pressurise

the labyrinth seal on the shaft.
Air tapped from the combustion chamber is taken by an external

pipe to the reduction gearbox casing (except on post TU356 1E2
and 1S versions: the air is tapped from the compressor bleed
valve control air tapping union). It then passes through internal
passages to pressurise the labyrinth seal on the power turbine
shaft and to cool the rear face of the power turbine.
A circulation of P0 air, induced by venturi effect, cools the gas
generator rear bearing chamber, and then flows through the
power turbine nozzle guide vanes, cooling them and then joins
the gas flow.
Edition: April 2012
5.4
AIR SYSTEM


Function
Training Notes
ARRIEL 1


Post TU356
1E2 and 1S versions
P0
FRONT SECTION
INTERNAL AIR SYSTEM
GAS GENERATOR SECTION

Post TU356
1E2 and 1S versions
External pipe for the power turbine

labyrinth pressurisation
- Internal passages
- Calibrated orifices
Type:
Air pressure tapping with
a calibrated flow
Airflow:
Approx. 2% of engine total flow
POWER TURBINE SECTION
INTERNAL AIR SYSTEM

Edition: April 2012
5.5
AIR SYSTEM
ARRIEL 1
Training Notes
Function
Aircraft services
Air tappings are used for:
Compressor delivery air is tapped off for use in various aircraft

systems.
- Fuel control
The engine has two air tapping unions (used for the aircraft
services) on the centrifugal compressor casing.
- Start injector ventilation

- Aircraft services
Note: The use of this bleed is restricted during take-off.
- Bleed valve operation

- Air intake anti-icing.
Bleed valve operation
Fuel control
Compressor delivery air is tapped to operate the compressor

bleed valve.
P2 air is used for the acceleration control unit (for all versions) and
the deceleration (in some versions 1C, 1D, 1K, 1E, 1S,...).
Air intake anti-icing
The system includes a pressure tapping and a pipe between

the tapping union and the FCU.
Start injector ventilation
1S: P2 air is used for air intake anti-icing.

The system includes an air tapping point, a pipeline which passes
forward through the front firewall, an electro-valve, a pressure
switch and the double skinned air intake duct.
Compressor delivery air is used to ventilate the start injectors

to avoid blockage by the carbonisation of unburnt fuel.
The system comprises a tapping union and a pipe connected
to the start electro-valve.

Edition: April 2012
5.6
AIR SYSTEM


AIR TAPPINGS
Training Notes
ACCELERATION
CONTROL UNIT


ARRIEL 1
DECELERATION
CONTROL UNIT
AIRCRAFT SERVICES
1S: AIR INTAKE
ANTI-ICING
P0
P0
P2
SIGNAL FOR THE

FUEL CONTROL
P2
BLEED VALVE
OPERATION
AIR TAPPINGS
Edition: April 2012
START INJECTOR
VENTILATION
5.7
AIR SYSTEM
ARRIEL 1
Training Notes
COMPRESSOR BLEED VALVE

Principle
Function
The compressor bleed valve prevents axial compressor surge
at low N1 speed.
Position
The valve prevents compressor surge by bleeding off a certain

quantity of air tapped from the axial compressor outlet. When the
valve is open, the discharge of air causes the air flow through
the axial compressor to increase thus moving the working line
away from the surge line.
- In the system: between the axial and centrifugal

compressors
- On the engine: at the top of the counter-casing.
- Type: pneumatic or electro-pneumatic (according to
version)
- Control:
by P2/P0 pressure ratio (pneumatic type)
as a function of N1 (electro-pneumatic type).
Note: The air can be discharged under the cowling in order
to improve cooling of the engine compartment.

Edition: April 2012
5.8
AIR SYSTEM


GENERAL
Training Notes
Type:
Pneumatic or electro-pneumatic
(according to version)


ARRIEL 1
Control:
- P2/P0 pressure ratio
(pneumatic type)
- As a function of N1
(electro-pneumatic type)
P1': AIR DISCHARGED
THROUGH THE COMPRESSOR
BLEED VALVE
P2/P0
COMPRESSION AND
STRAIGHTENING OF THE AIR
Surge line
ADMISSION
OF AMBIENT AIR
Working line
(valve closed)
Working line
(valve open)
G
GENERAL

Edition: April 2012
5.9
AIR SYSTEM
ARRIEL 1
Training Notes

Operation
Description
Closing
This compressor bleed valve includes 3 main parts: the

tachometer box, the control electro-valve and the bleed
valve.
When the N1 reaches 96% the tachometer box closes the

electrical contact which actuates the control electro-valve to
the open position. P2 pressure pushes the piston which closes
the bleed valve.
Tachometer box
It operates a relay controlled by a speed signal from the N1
tachometer transmitter.
Control electro-valve
It admits P2 air to close the valve when it is electrically
supplied.
Opening
When the N1 decreases below 94%, the tachometer box opens
the electrical contact and the spring moves the electro-valve to
the closed position. The spring pushes the piston which opens
the bleed valve.
Bleed valve
It includes a spring loaded piston subjected to P2 pressure.
The piston operates the valve.

Edition: April 2012
5.10
AIR SYSTEM


ELECTRO-PNEUMATIC TYPE
Training Notes
ARRIEL 1
TACHOMETER BOX


BLEED VALVE
P2
P1'
N1
96%
P2 AIR
SUPPLY
94%
GRILL ON P1'
AIR DISCHARGE
CONTROL
ELECTRO-VALVE
ELECTRO-PNEUMATIC TYPE

Edition: April 2012
5.11
AIR SYSTEM
ARRIEL 1
Training Notes

The compressor bleed valve includes 3 main parts: the detection
capsule, the intermediate stage and the bleed valve.
Detection capsule
It is subjected to P2/P0 pressure ratio and controls the air leak
downstream of the calibrated orifice B.
It is fitted with a filter at the inlet.
Operation
Closing
When the gas generator rotation speed N1 increases, the
compression ratio P2/P0 increases and beyond a certain
value:
- The pressure becomes sufficient to deform the detection
capsule which closes the leak
- The pressure downstream of the calibrated orifice B
increases
Intermediate stage
It includes a diaphragm which is subjected to the pressure
downstream of B. The diaphragm controls the leak which
determines the pressure downstream of the calibrated orifice
A.
- The diaphragm of the intermediate stage closes the leak

- The pressure downstream of the calibrated orifice A
increases
- The piston moves down under P2 pressure and the valve
closes and stops the P1' air discharge.
Bleed valve
It includes a spring loaded piston subjected to a downstream
pressure. The piston opens or closes the P1' air passage.
It also includes a microswitch, operated by the piston, which
provides indication of the bleed valve position.
Opening
The P2/P0 ratio is not sufficient to activate the capsule and
there is an air leak downstream of the calibrated orifices. The
piston is not actuated and the valve is open.
A certain amount of air, tapped from the centrifugal compressor
inlet, is discharged overboard.

Edition: April 2012
5.12
AIR SYSTEM


PNEUMATIC TYPE
Training Notes
BLEED
VALVE
INTERMEDIATE
STAGE
DETECTION
CAPSULE
FILTER
P2
A
INTERMEDIATE
STAGE
DETECTION
CAPSULE
FILTER
P0
P1'
P1'
MICROSWITCH
INDICATOR
BLEED
VALVE
PNEUMATIC TYPE

Edition: April 2012
5.13
AIR SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes

Operation
Description
Closing
The compressor bleed valve includes 3 main parts: the detection

capsule, the intermediate stage and the bleed valve.
When the gas generator rotation speed N1 increases, the

compression ratio P2/P0 increases and beyond a certain
value:
Detection capsule
It is subjected to P2/P0 pressure ratio and controls the air leak
downstream of the calibrated orifice B.
- The pressure becomes sufficient to deform the detection

capsule which closes the leak
It is fitted with a filter at the inlet.
- The pressure downstream of the calibrated orifice B

increases
Intermediate stage
- The diaphragm of the intermediate stage closes the leak
It includes a diaphragm which is subjected to the pressure

downstream of B. The diaphragm controls the leak which
determines the pressure downstream of the calibrated orifice
A.
- The pressure downstream of the calibrated orifice A

increases
Bleed valve
It includes a spring loaded piston subjected to pressure
downstream of orifice A. The piston actuates the butterfly valve
by means of a rack and pinion mechanism.
It also includes a microswitch, operated by the piston, which
gives the position of the bleed valve by means of a light ("on"
valve "open").

- The piston moves down under P2 pressure and rotates the

butterfly valve through the rack and pinion mechanism. The
valve closes and stops the air discharge.
Opening
The P2/P0 ratio is not sufficient to activate the capsules and
there is an air leak downstream of the calibrated orifices. The
piston is not actuated and the butterfly valve is open.
A certain amount of air, tapped from the centrifugal compressor
inlet, is discharged overboard.
Edition: April 2012
5.14
AIR SYSTEM


BUTTERFLY PNEUMATIC TYPE
Training Notes
ARRIEL 1
P2 AIR
BUTTERFLY
VALVE
A
FILTER
B
FILTER
PISTON
P0 AIR
P2 air
MICROSWITCH
DETECTION
CAPSULE
INTERMEDIATE
STAGE
P1
P1
BUTTERFLY
VALVE
PINION
RACK
BUTTERFLY PNEUMATIC TYPE

Edition: April 2012
5.15
AIR SYSTEM


MICROSWITCH
ARRIEL 1
Training Notes
EXTERNAL AIR PIPES
Function


This part considers the external air pipes of the air system.
The air pipes ensure the air supply from/to the various system
components
- Type of pipes: stainless steel, rigid
- Type of unions: QUINSON union.
Description
- P2 air pipe for the control of the compressor bleed valve
- Air pipe to supply the Fuel Control Unit
- Air pipe for the ventilation of the start injectors
- Air pipe for the pressurisation of the power turbine
labyrinth.

Edition: April 2012
5.16
AIR SYSTEM
Training Notes
P2 AIR PIPE FOR THE

COMPRESSOR BLEED
VALVE CONTROL
AIR PIPE TO SUPPLY

THE FUEL CONTROL UNIT
AIR PIPE FOR THE

PRESSURISATION OF THE
POWER TURBINE LABYRINTH
(except 1E2-1S)
AIR PIPE FOR THE

PRESSURISATION OF THE
POWER TURBINE LABYRINTH
(1E2-1S)
AIR PIPE FOR THE VENTILATION

OF THE START INJECTORS
Type of pipes:
Stainless steel, rigid
Type of unions:
QUINSON union
EXTERNAL AIR PIPES

Edition: April 2012
5.17
AIR SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes

flight safety.



- Pre-flight
- Post-flight



objectives.

Edition: April 2012
5.18
AIR SYSTEM


AIR SYSTEM - 1ST LINE MAINTENANCE
ARRIEL 1
Training Notes


- Bleed valve filter
Inspection
Chap. 75
- Power turbine / P2 union

Cleaning
Chap. 75
Chap. 75
- Opening and closing threshold of the bleed

valve
Test
Chap. 75
- Bleed valve
Chap. 75
Before
carrying out any
Letters.

Edition: April 2012
5.19
AIR SYSTEM
ARRIEL 1
Training Notes





Edition: April 2012
5.20
AIR SYSTEM
ARRIEL 1
Training Notes


- Pipes and unions

- Bleed valve
Verification / check
Filter: verification / check
Test / adjustment
Chap. 75
Chap. 75
Chap. 75
Chap. 75
Chap. 75
Before
carrying out any
Letters.

Edition: April 2012
5.21
AIR SYSTEM


Training Notes
ARRIEL 1


6 - FUEL SYSTEM
- Fuel system presentation (73-00-00)................................................... 6.2
- Fuel Control Unit (73-20-01)................................................................. 6.8
- Overspeed and drain valve (73-10-00)................................................ 6.18
- Start injector electro-valve (73-10-02)................................................. 6.20
- Start injectors (73-10-01)...................................................................... 6.22
- Main injection system (73-40-02)......................................................... 6.24
- Combustion chamber drain valve (72-40-02)..................................... 6.26
- Fuel system - Operation (73-00-00)..................................................... 6.28
- External fuel pipes (73-10-05).............................................................. 6.32
- Fuel system - 1st line maintenance..................................................... 6.34 - 6.37
Edition: April 2012
6.1
FUEL SYSTEM
ARRIEL 1
Training Notes
FUEL SYSTEM PRESENTATION

Main components
Function
The fuel system ensures fuel supply, fuel metering, fuel
distribution and fuel injection.
- Fuel control unit

Fuel pump
Fuel filter
Metering unit
Position
- Overspeed and drain valve
All the system components are mounted on the engine except

the tachometer box (twin-engine configuration).
- Start injector electro-valve


GENERAL
- Fuel injection system.
- Supply by the aircraft system and the engine pump
- Centrifugal main injection and start injection by injectors
- Manual control
- Fuel control: hydromechanical controlling and metering
device.

Edition: April 2012
6.2
FUEL SYSTEM
Training Notes
ARRIEL 1

SUPPLY
Centrifugal main injection

and start injection by
injectors
INJECTION
METERING
DISTRIBUTION
Manual control
TACHOMETER
BOX
START INJECTOR
ELECTRO-VALVE
METERING
UNIT
Fuel control:
Hydromechanical controlling
and metering device
P2
MANUAL
CONTROL
TANK
Booster pump
(according to
version)
Aircraft
OVERSPEED AND
DRAIN VALVE
FUEL
FILTER
FUEL INJECTION
SYSTEM
FUEL
PUMP
N1
FUEL CONTROL
UNIT
Engine
GENERAL

Edition: April 2012
6.3
FUEL SYSTEM

Supply:
By the aircraft system and
the engine pump
FUEL
SUPPLY
ARRIEL 1
Training Notes
LOW PRESSURE FUEL SYSTEM (1E, 1S)
Function
The ejector is supplied with fuel from the HP pump via the astatic
valve which opens at a given pressure. The ejector ensures a
supply of fuel to the HP pump inlet.
This system is designed for aircraft without a booster pump and

assures the supply to the HP pump.
Position
All the components are fitted on a bracket on the underside of
the protection tube.
A connection between the two engines permits priming of one

engine by the other. Priming can also be carried out using a
hand pump.
Main components
- LP filter (with a by-pass valve, a pre-blockage indicator or
pre-blockage pressure switch according to version)
- Min. pressure switch
- Pressure transmitter (optional)
- Manual valve
- Ejector
- Astatic valve
- Pre-blockage indicator
- Jet.

Edition: April 2012
6.4
FUEL SYSTEM


Training Notes
ARRIEL 1
ASTATIC
VALVE
PRE-BLOCKAGE
INDICATOR
(pre-blockage pressure
switch in 1E version)
PRESSURE
TRANSMITTER
(optional)
To HP pump
(FCU)
MIN PRESSURE
SWITCH
LP
FILTER
Priming supply
to other engine
(1S version)
HP pump
pressure
(FCU)
EJECTOR
FILTER
Fuel suction
from tank
MANUAL
VALVE
HP pump pressure
(FCU)
To HP pump
(FCU)
Fuel suction
from tank
EJECTOR
ASTATIC
VALVE
MANUAL
VALVE
MIN PRESSURE
SWITCH
BY-PASS
VALVE
To LP
filter
Fuel suction
from tank
JET
EJECTOR
LOW PRESSURE FUEL SYSTEM (1E, 1S)

Edition: April 2012
6.5
FUEL SYSTEM


BY-PASS
VALVE
ARRIEL 1
Training Notes

DESCRIPTION
Valves
- Non-return valve
Fuel pump
- Pressurising valve
Gear type pump, mechanically driven by the accessory gearbox

and fitted with a pressure relief valve.
Filter
- Purge valve.
The filter has a pre-blockage indicator (according to version)

and a by-pass valve.
Injection system


This part shows the main components of the fuel system.
- Start injectors (x 2)
Main and auxiliary valves

The main and auxiliary valves are controlled by the control
lever which acts at the same time on the acceleration control
unit cam.
- Centrifugal injection wheel.
Metering unit
The hydromechanical controller acts on the metering needle
(see next chapter).

Edition: April 2012
6.6
FUEL SYSTEM
ARRIEL 1
Pre-blockage
indicator
Pressure relief
valve
START INJECTOR
ELECTRO-VALVE

FUEL PUMP
Training Notes
START INJECTORS
FILTER
Filter by-pass
valve
PURGE VALVE
AUXILIARY VALVE
MAIN VALVE
CONTROL LEVER
Cam
METERING
UNIT
OVERSPEED AND
DRAIN VALVE
NON-RETURN
VALVE
INJECTION WHEEL
PRESSURISING
VALVE
DESCRIPTION

Edition: April 2012
6.7
FUEL SYSTEM
ARRIEL 1
Training Notes
FUEL CONTROL UNIT

Main components
Function
- Fuel pump
The Fuel Control Unit ensures fuel supply and fuel flow
metering.
- Filter (position according to version)
Position


GENERAL
- Pre-blockage indicator (1E, 1K, 1S versions only)
- On the left front face of the accessory gearbox.
- Manual control
Valves and cam
Anticipator
- Metering unit.
- Type: hydro-mechanical
- Mounting: clamp
- Replaceable components:
Filter
Pre-blockage indicator (according to version).

Edition: April 2012
6.8
FUEL SYSTEM
Training Notes
ARRIEL 1
CAM
Type:
Hydro-mechanical
PRE-BLOCKAGE
INDICATOR
(1E, 1K, 1S
versions only)
ANTICIPATOR
Mouting:
Clamp
Replacable
component:
Filter
Pre-blocage indicator
FILTER
(position according
to version)
GENERAL
FUEL CONTROL UNIT

Edition: April 2012
6.9
FUEL SYSTEM


VALVE SHAFT
ARRIEL 1
Training Notes
FUEL PUMP
Pressure reducing valve
Function
This is a diaphragm valve which provides a constant pressure

output of approx. 400 kPa (58 PSI) for the hydraulic supply of
the hydromechanical governor.
The pump assembly supplies fuel under determined conditions

of pressure and flow.
Operation
Fuel pump
- Spur gear type

- Rotation speed: proportional to N1 speed.
The pump receives fuel from the aircraft LP system. The fuel
is drawn in by the pump, it passes between the gears and the
casing and is forced out under pressure.
Description
Pressure relief valve
- Pressure relief valve setting: 3300 kPa (478.5 PSI)
The assembly comprises the pressure pump and the pressure

relief valve.
Fuel pump
If the pump outlet pressure exceeds a given value, the pressure

relief valve will open and allow fuel to return to the pump inlet
thus limiting the maximum pressure in the system.
It is a spur gear type pump which has a drive gear and a driven
gear, the drive gear being driven by the accessory drive via
the pump drive shaft which is a quill shaft. Two lip seals, with a
drain between them prevent fuel from entering the accessory
gearbox.
Pressure reducing valve
The pump is supplied with fuel from the aircraft system.
When pump outlet pressure increases the diaphragm moves

up, reducing the valve opening and thus maintaining a constant
downstream pressure.

It is a conical valve held closed by a spring.

The diaphragm is subjected to fuel pressure on one side

opposed by spring pressure on the other side. The position of
the diaphragm determines the position of the valve.
Edition: April 2012
6.10
FUEL SYSTEM


FUEL CONTROL UNIT
Training Notes
ARRIEL 1
FUEL PUMP
DRIVEN
GEAR
PUMP
PRESSURE RELIEF VALVE
PRESSURE
REDUCING
VALVE
Type:
Spur gear
setting:
3300 kPa (478.5 PSI)
Rotation speed:
Proportional to
N1 speed
DRIVE
GEAR
DRAIN
SEALS
SHAFT
FUEL PUMP
PRESSURE
RELIEF VALVE
FUEL PUMP
FUEL CONTROL UNIT

Edition: April 2012
6.11
FUEL SYSTEM


PRESSURE
RELIEF VALVE
ARRIEL 1
Training Notes
FUEL CONTROL UNIT

- 1E, 1K and 1S: The visual pre-blockage indicator.
Function
The filter retains any particles that may be in the fuel in order
to protect the metering unit components.
Position
- In the system: between the pump and the metering unit
- On the engine: lower part of FCU.
This is a differential visual indicator. It includes a red indicator

which pops out in a transparent cover when the pressure
difference across the filtering element exceeds a given
value. Two O-ring seals which ensure the sealing between
the indicator and the FCU body and between the upstream
pressure inlet and the downstream pressure inlet.
Operation
Normal operation
The fuel from the pump enters the fuel filter and flows through
the filtering element (from outside to inside).
- Type: metal cartridge
The filtering element retains particles larger than 20 microns.

The fuel then flows to the metering unit.
- Filtering ability: 20 microns
Pre-blockage
- By-pass valve setting: P 200 kPa (39 PSID)
When the filter becomes dirty, the pressure difference across

the filtering element increases.
- Visual pre-blockage indicator setting: P 150 kPa

(21.75PSID).
If the pressure difference becomes higher than the visual preblockage indicator setting, the red visual indicator pops out.
Description
Note: The visual pre-blockage indicator can be reset by

removing the cover and pushing in the indicator.
The assembly comprises:
Blockage
- The filtering element: O-ring seals ensure the sealing

between the cartridge and the filter housing
When the pressure difference across the filtering element

exceeds the by-pass valve setting, the by-pass valve opens
and causes the fuel flow to by-pass the filter.
- The by-pass valve

Edition: April 2012
6.12
FUEL SYSTEM


FUEL FILTER - VISUAL PRE-BLOCKAGE

INDICATOR (1E, 1K, 1S)
Training Notes
ARRIEL 1
CUP
FILTERING
CARTRIDGE
FILTER
BASE
FUEL
FILTER
PRE-BLOKAGE
INDICATOR
FUEL
FILTER
BY-PASS
VALVE
BY-PASS
VALVE
RED
INDICATOR
NORMAL OPERATION
FILTER
BLOCKAGE
ONSET
FILTER
VISUAL PRE-BLOCKAGE
INDICATOR

PIN
INDICATOR OPERATION
(THE RED VISUAL
INDICATOR APPEARS)
TRANSPARENT
COVER
Type:
Metal cartridge
PRE-BLOCKAGE
Filtering ability:
20 microns
Upstream
pressure
FILTER
BLOCKAGE
OPENING OF
BY-PASS VALVE
By-pass valve setting:

P 200 kPa (39 PSID)
Visual pre-blockage
indicator setting:
P 150 kPa (21.75 PSID)
Downstream pressure
1E, 1K AND 1S:
VISUAL PRE-BLOCKAGE
INDICATOR
BLOCKAGE
FUEL FILTER - VISUAL PRE-BLOCKAGE INDICATOR (1E, 1K, 1S)
FUEL CONTROL UNIT

Edition: April 2012
6.13
FUEL SYSTEM
ARRIEL 1
Training Notes
FUEL CONTROL UNIT

Operation
Function
Stop position
A mechanical control linked to the fuel control unit permits starting

control, acceleration to nominal speed and stopping.
It can also be used as a manual fuel flow control in the event
of automatic control failure.
The collective pitch lever inputs signals to the anticipator during
flight (Refer to chapter "CONTROL SYSTEM").
- position a : the two valves are closed, the cam maintains

the metering needle closed.
Start and acceleration range

- position b : progressive opening of the main valve; the cam
frees the metering needle above a certain angle.
Position
Flight position
- Interface on the left side of the FCU.
- position c : the main valve is fully open.
Description
"Manual control +" range
The manual control includes the following devices:
- position d : progressive opening of the auxiliary valve, the

main valve remaining open.
- The main valve which permits acceleration control during the

start phase and the use of the "manual control -" range
- The auxiliary valve which is used for the "manual control +"
range
- The acceleration control cam which controls the position of
the metering needle for starting.

"Manual control -" range

In case of automatic control failure supplying too much fuel
to the engine, the control lever can be placed in the start and
acceleration range b to reduce the fuel flow.
Edition: April 2012
6.14
FUEL SYSTEM


MANUAL CONTROL
Training Notes
ARRIEL 1
CONTROL
LEVER


VALVE
SHAFT
CAM CONTROL
LEVER
CAM
MAIN
VALVE
AUXILIARY
VALVE
b
CONTROL
LEVER
52
62
45
ANTICIPATOR
90
Flight position
P2
ACCELERATION
CONTROL CAM
Stop position
"Manual control +" range
MANUAL CONTROL
FUEL CONTROL UNIT

Edition: April 2012
6.15
FUEL SYSTEM
ARRIEL 1
Training Notes
FUEL CONTROL UNIT

Main components
Function
- Constant P valve
This constantly meters of the fuel injected into the combustion

chamber.
- Metering needle.


METERING UNIT
Position
- In the system: downstream of the pump
- On the engine: in the FCU.
- Profiled needle which moves in a calibrated orifice.
- The metering needle is controlled by the control system.

Edition: April 2012
6.16
FUEL SYSTEM
Training Notes
CONSTANT P
VALVE


ARRIEL 1
Profiled needle which moves

in a calibrated orifice
The metering needle is
controlled by the control system
METERING NEEDLE
(controlled by the
control system)
METERING UNIT
FUEL CONTROL UNIT

Edition: April 2012
6.17
FUEL SYSTEM
ARRIEL 1
Training Notes
OVERSPEED AND DRAIN VALVE
The overspeed and drain valve controls the fuel supply to the
injection wheel:
- Fuel supply during starting and in operation
- Fuel shut-off and draining of the injection wheel during shutdown.
The assembly also includes an electro-valve for a rapid engine
shut-down in the event of power turbine overspeed (only on
twin-engine aircraft).
The pressurising valve ensure fuel supply priority to the start
injectors during starting.
Position
- Lower left side of the combustion chamber casing.
Pressurising valve setting: 180 kPa (26.1 PSI).
Main components
- Dual valve
Operation
Engine running
As soon as the fuel pressure is sufficient to open the pressurising
valve, the pressure is admitted under the diaphragm which
causes the closing of the drain valve and the opening of the
fuel supply valve. The fuel flows to the injection wheel and is
sprayed into the combustion chamber.
During shut-down
The normal stop selection (closing of the main valve by the
control lever) results in a decrease of injection pressure. The
pressurising valve closes, the pressure decreases below the
diaphragm which causes the supply valve to close (as the
direct pump pressure increases) and the drain valve to open:
draining of fuel to prevent blockage of the injection manifold
by carbonization of the remaining fuel. The fuel return to the
tank (post TU262). When the engine is completely stopped,
the drain valve closes under the force of its spring (refer retail).
Overspeed shut-down (twin engine

configuration)
Engine shut-down can also be affected by the electro-valve
which, when opened, causes the pressure to decrease below the
diaphragm and the valve to move down (shut-down in case of
power turbine overspeed; only in twin engine configuration).
- Overspeed electro-valve.
Edition: April 2012
6.18
FUEL SYSTEM


Function
Training Notes
OVERSPEED AND
DRAIN VALVE
Pressurising
valve setting:
180 kPa (26.10 PSI)
PRESSURISING
VALVE
OVERSPEED
ELECTRO-VALVE
(only on twin-engine
version)
Pump
direct
pressure
Overspeed
electro-valve
To the tank
(post TU262)
ENGINE RUNNING
DURING SHUT-DOWN
OVERSPEED AND DRAIN VALVE

Edition: April 2012
DETAIL
(after shut-down)
6.19
FUEL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
Function
Operation
The start injector electro-valve ensures the fuel distribution to

the two injectors during engine starting and their purge at the
end of start.
Purge before start
Position
Upper part of the combustion chamber casing.
Fuel injection
When starting is selected, the engine pump pressure increases

rapidly and closes the purge valve, the electro-valve is energised
open and the fuel supplied by the engine pump flows to the
2injectors which spray it into the combustion chamber. The
- Reinjection prohibit switch setting: approx. 52% N1

- Purge valve setting:
opening at 5 kPa (0.725 PSI)
fuel is then ignited by the sparks of the igniter plugs.
Ventilation of the injectors
closing at 120 kPa (17.4 PSI).
Description
- P2 ball valve
- Reinjection prohibit switch
- Purge valve (with cover and a support drain, according to
versions).

During the initial phase of starting, the fuel supplied from the
aircraft system flows into the F.C.U., through the non-return
valve and to the purge valve which opens and returns the fuel
to the tank. The purpose of this phase is to expel any air which
may be in the system.
At the end of starting, the supply to the electro-valve is cut

and the valve closes. The air under compressor pressure P2
(which has increased in the meantime) lifts the ball of the valve
and flows to ventilate the injectors. This ventilation continues
as long as the engine operates to prevent blockage of the
injectors by carbonization of the remaining fuel. The P2 pressure
actuates the pressure switch to prevent any re-injection which
could cause a flame-out by suddenly reducing fuel flow to the
injection wheel.
Edition: April 2012
6.20
FUEL SYSTEM


START INJECTOR ELECTRO-VALVE
Training Notes
ARRIEL 1
P2
BALL VALVE
START INJECTOR
ELECTRO-VALVE
AND REINJECTION
PROHIBIT SWITCH
COVER
FUEL OUTLET
TO INJECTORS
P2
FUEL
INLET
Pump
pressure
PURGE BEFORE START
FUEL INJECTION
Pump
pressure
VENTILATION
OF THE INJECTORS
START INJECTOR ELECTRO-VALVE

Edition: April 2012
PURGE
TO TANK
PUMP
PRESSURE
Reinjection prohibit
switch setting:
approx. 52% N1
Purge valve setting:
opening at 5 kPa (0.725 PSI)
closing at 120 kPa (17.4 PSI)
6.21
FUEL SYSTEM


PURGE VALVE
(with drain, according
to versions)
ARRIEL 1
Training Notes
Function
Operation
The two start injectors spray fuel into the combustion chamber
during engine starting.
Starting
Position
The fuel is atomised and is ignited by the sparks from the igniter
plugs. The flame thus produced, ignites the fuel sprayed by the
centrifugal injection wheel.
- On the upper part of the turbine casing at 2 o'clock and

10o'clock
- They penetrate into the mixer unit.
During starting the injectors are supplied with fuel.
Normal running
When the engine reaches self sustaining speed (approx.
45%N1) the fuel supply to the injectors is shut off.
P2 air is then blown through the injectors to avoid carbonisation

of the residual fuel.
- Type: simple injector

- Quantity: 2
It should be noted that ventilation is continuous during engine

running.
- Ventilation: by P2 airflow.
Description
The injectors are mounted on the upper part of the turbine
casing. They penetrate into the combustion chamber through
holes in the mixer unit.
They are secured by bolts onto bosses with seals and spacers
to prevent leaks and adjust the depth of penetration into the
combustion chamber.

Edition: April 2012
6.22
FUEL SYSTEM


START INJECTORS
Training Notes
ARRIEL 1


Type:
Simple injector
START
INJECTOR
SUPPLY
Quantity:
2
Ventilation:
By P2 airflow
START
INJECTOR
SPACERS AND
SEALS
SHROUD
NUT
Fuel
inlet
START
INJECTOR
IGNITER
PLUG
STARTING
START
INJECTOR
VENTILATION
FILTER
MANIFOLD
P2
JET
Airflow
direction
NORMAL RUNNING
START INJECTORS
Edition: April 2012
6.23
FUEL SYSTEM
ARRIEL 1
Training Notes
MAIN INJECTION SYSTEM

Centrifugal injection assembly
The injection system sprays fuel into the combustion chamber

to give stable and efficient combustion.
Position
- On the engine: inside the combustion chamber. The injection
wheel is mounted between the centrifugal compressor and
the turbine shaft. The distributor is bolted to the diffuser
backplate.
is achieved by pressurised labyrinth seals.
Operation
The fuel is delivered to the distributor by the internal supply
pipe.
It passes through the distributor's axial holes into the chamber

in the injection wheel.
- Type: centrifugal injection

- Radial fuel supply.
As the centrifugal injection wheel is rotating at high speed (N1)

the fuel is centrifuged out through the radial holes and is sprayed
between the two swirl plates.
Description
Combustion chamber fuel inlet union
Fitted at the lower right front face of the compressor casing, it
has a plug to test the sealing of the union.
Internal supply pipe

This pipe connects the inlet union to the fuel distributor. It is
fitted between the front swirl plate and the diffuser back-plate.

This assembly consists of a stationary distributor and a wheel.

The distributor, fitted onto the diffuser back-plate, is drilled with
axial holes which deliver the fuel to the wheel. The injection
wheel, mounted by curvic-couplings between the compressor
and the turbine shaft, is drilled with radial holes which form the
fuel spraying jets. Sealing between the distributor and the wheel
It should be noted that the injection pressure is supplied by the

centrifugal force and therefore the fuel system does not require
very high pressures.
The centrifugal injection wheel fuel chamber is sealed by
pressurised labyrinth seals. There is a small air flow into the fuel
chamber. During shut-down the fuel remaining in the system is
purged via the overspeed and drain valve.
Edition: April 2012
6.24
FUEL SYSTEM


Function
Training Notes
COMBUSTION
CHAMBER FUEL
INLET UNION
Type:
Centrifugal injection
FUEL SPRAYING
INTO THE
COMBUSTION
CHAMBER
CENTRIFUGAL
INJECTION
WHEEL
Radial fuel supply
DISTRIBUTOR
INTERNAL
SUPPLY PIPE
DISTRIBUTOR
CENTRIFUGAL
INJECTION WHEEL
(with spraying jets)
COMBUSTION
CHAMBER FUEL
INLET UNION
Fuel inlet
COMBUSTION
CHAMBER FUEL
INLET UNION
SUPPLY PIPE
LEAK CHECK
PLUG
MAIN INJECTION SYSTEM

Edition: April 2012
6.25
FUEL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
Function
Operation
The valve drains overboard any unburnt fuel remaining in the

combustion chamber.
The valve has two positions: open and closed.
Position
- On the engine: screwed into the turbine casing lower part.
Open position
When the engine is not running and at the beginning of start,
the valve is held open by the action of the tension spring.
- Type: half-ball valve
Any unburnt fuel in the combustion chamber will drain through

the valve overboard to the drain system. This ensures that no
fuel accumulates in the combustion chamber which could cause
starting problems (e.g. overtemperature).
- Setting: closing obtained at about 40% N1.
Closed position
Description
As the engine starts the combustion chamber pressure increases.

This pressure is felt on the upper surface of the half ball which
moves down to close the drain.
The drain valve includes the following components:

- A threaded part to fix the valve on the combustion chamber
The valve closes during the initial phase of starting for a speed
of about 40% N1.
- A half-ball valve mounted on a tension spring

- An outlet union which connects to the drain system
- A circlip which retains the valve in the body.

Edition: April 2012
6.26
FUEL SYSTEM


COMBUSTION CHAMBER DRAIN VALVE
Training Notes
ARRIEL 1

Setting:
Closing obtained at
about approx. 40% N1
Unburnt fuel
P2 air pressure
CIRCLIP
SPRING
THREADED
PART
COMBUSTION
CHAMBER DRAIN
VALVE
HALF-BALL
VALVE
OUTLET
UNION
To drain system
"OPEN" position
COMBUSTION CHAMBER DRAIN VALVE

Edition: April 2012
"CLOSED" position
6.27
FUEL SYSTEM

Type:
Half-ball valve
ARRIEL 1
Training Notes
FUEL SYSTEM - OPERATION

This part deals with the following operating phases: pre-start,
starting, normal operation, manual control and shut-down.
Pre-start
- The pump is not operating and there is no pressure in the
system
Starting
When engine start is selected, the start accessories are
electrically supplied.
The pump is driven and supplies the start injectors, due to the
priority given by the pressurising valve, then by the centrifugal
injection wheel.
The constant P valve operates and returns the excess fuel
to the pump inlet.
- The main and auxiliary valves are closed

- The constant P valve is closed
- The metering needle is closed by the acceleration control
cam
- The following valves are closed:
non return valve
pressurising valve
overspeed and drain valve
purge valve
The fuel flow is controlled by the movement of the control

lever.
At 45% N1, the start accessories are de-energised by releasing
the start button and the start injectors are ventilated by P2 air
pressure.
At 52% N1, P2 pressure opens the reinjection prohibit switch to
avoid an accidental fuel reinjection switch could cause engine
flame-out.
- The start injector electro-valve is closed.
The control lever is moved to the flight position, progressively

opening the main valve to accelerate the engine until the
hydromechanical control takes over.
Purge of the system

During the initial phase of starting, the fuel supplied from the
aircraft system flows into the FCU, through the no-return valve
and to the purge valve which opens and returns the fuel to the
tank. The purpose of this phase is to expel any air which may
be in the system.

Edition: April 2012
6.28
FUEL SYSTEM


PRE-START - PURGE OF THE SYSTEM - STARTING
Training Notes
P2
P2
STARTING
45% < N1 < 52%
P2
PURGE OF THE SYSTEM
STARTING N1 < 45%
STARTING
N1 > 52%
PRE-START - PURGE OF THE SYSTEM - STARTING

Edition: April 2012
6.29
FUEL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes


NORMAL RUNNING - MANUAL CONTROL - SHUTDOWN
Normal running
The required fuel flow is metered by the metering needle. The
metering needle position is determined by the hydromechanical
control system.
The fuel pump always supplies more fuel than the engine
requires. The excess fuel returns to the pump inlet through the
constant P valve.
The start injectors are continuously ventilated by P2 air
circulation.
Manual control
The manual control is used for starting and stopping the engine.
It can also be used in case of a control system failure.
Shut-down
The lever is pulled fully rearward, closing the main valve which
cuts the fuel flow to the engine causing it to run down and
stop.

Edition: April 2012
6.30
FUEL SYSTEM
Training Notes
P2
P2
-
P2
Flight
position
NORMAL RUNNING
P2
MANUAL CONTROL
SHUT-DOWN
When the enegine is completely stopped,
the dual valve closes the drain under
action of the spring
NORMAL RUNNING - MANUAL CONTROL - SHUT-DOWN

Edition: April 2012
6.31
FUEL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
EXTERNAL FUEL PIPES

Note: The pipes may be different according to version.
The fuel pipes ensure the circulation of fuel between the

components of the system.


Description
- Type of pipes: rigid, stainless steel
- Type of unions: with integral olives.
Main pipes
- Fuel inlet union
- From FCU to overspeed and drain valve and to injector
electro-valve
- From electro-valve to the two injectors
- From overspeed and drain valve to fuel inlet union
- From union to the wheel (internal pipe)
- From the pump to the overspeed and drain valve and the
purge valve (control system)
- Drains.

Edition: April 2012
6.32
FUEL SYSTEM
Training Notes
FROM START
PURGE VALVE
TO OVERSPEED
DRAIN VALVE
LEFT
INJECTION
SUPPLY
FROM PRESSURE
PUMP TO
OVERSPEED
AND DRAIN VALVE
FROM START
ELECTRO-VALVE
TO CHECK VALVE


ARRIEL 1
P2
P2
RIGHT
INJECTION
SUPPLY
FROM FCU TO
PRESSURISING
VALVE
INJECTION
FROM START
PURGE VALVE
TO TANK
FROM OVERSPEED
AND DRAIN VALVE
TO DRAIN
(post TU262)
FROM OVERSPEED
AND DRAIN VALVE
TO DRAIN
(pre TU262)
EXTERNAL FUEL PIPES

Edition: April 2012
6.33
FUEL SYSTEM
ARRIEL 1
Training Notes

flight safety.



- Pre-flight
- Post-flight



objectives.

Edition: April 2012
6.34
FUEL SYSTEM


FUEL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
ARRIEL 1

- Inspection of the FCU mechanical controls
- FCU filtering element

Replacement
Chap. 73
- Injection wheel
Permeability check
Chap. 72
- Combustion chamber drain valve

Chap. 72
- Fuel LRUs
Chap. 73
Ground run
- Start purge valve (auxiliary valve)
Leak test
- Injection union (if module removed)
Leak test
- Re-injection prohibit switch of the ignition
solenoid valve
Operational check
- Deceleration control unit
Leak test
Chap. 73
Chap. 72
Chap. 73
Chap. 73
Chap. 73
Before
carrying out any
Letters.

Edition: April 2012
6.35
FUEL SYSTEM


ARRIEL 1
Training Notes





Edition: April 2012
6.36
FUEL SYSTEM
Training Notes
ARRIEL 1
- Ignition solenoid valve
Inspection / check
- Starting drain valve assy
Inspection / check
- Starting drain valve assy - auxiliary valve
Sealing washer: removal / installation
- Drain valve of the injection manifold
Inspection / check
- Overspeed electrovalve
- FCU fuel filter
- Pre-blocage indicator
- Low-fuel pressure switch
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
- 1S-1E: Main fuel filter

Pre-blocage indicator
- 1S-1E: Astatic valve
- 1S-1E: Ejector
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Before
carrying out any
Letters.

Edition: April 2012
6.37
FUEL SYSTEM




Training Notes
ARRIEL 1


7 - CONTROL SYSTEM
- Control system presentation............................................................... 7.2
- Control system - Operation.................................................................. 7.6
- Control system - 1st line maintenance............................................... 7.30 - 7.33
Edition: April 2012
7.1
CONTROL SYSTEM
ARRIEL 1
Training Notes
CONTROL SYSTEM PRESENTATION

Main components
Functions
- Fuel control unit
The system is designed to adapt the engine to the aircraft power

requirements whilst remaining within defined limits.
- Engine and systems
The main functions are:

- Manual control


GENERAL
- Aircraft: various systems (control, indication, supply)

- Tachometer box (according to version).
- Speed control
- Various limits
- Acceleration control
- Overspeed protection.
- Hydromechanical control
- Manual control.

Edition: April 2012
7.2
CONTROL SYSTEM
Training Notes
ARRIEL 1


Hydromechanical
control
Manual control
AIRCRAFT
(various systems)
TEST
MAIN FUNCTIONS
- Manual control
FUEL CONTROL
UNIT
TACHOMETER BOX
- Speed control
- Various limits
- Acceleration control
- Overspeed protection
ENGINE
(engine and systems)
GENERAL

Edition: April 2012
7.3
CONTROL SYSTEM
ARRIEL 1
Training Notes

The complete system includes aircraft components, engine
components and the FCU.


DESCRIPTION
Aircraft components
- Control devices (control lever and anticipator)
- Indicating devices (indicators, lights...)
Engine components
- Hydromechanical components:
Overspeed and drain valve
Purge valve
Start injector electro-valve
Pressurising valve
Start injectors
Main injection system
- FCU components:
Power turbine speed governor
Gas generator speed governor
Acceleration control unit
Metering unit
Deceleration control unit.

Edition: April 2012
7.4
CONTROL SYSTEM
Training Notes
ARRIEL 1
START INJECTOR
ELECTRO-VALVE
START
INJECTORS
POWER TURBINE
SPEED GOVERNOR
PURGE
VALVE
CONTROL
LEVER
GAS GENERATOR
SPEED GOVERNOR
OVERSPEED AND
DRAIN VALVE
ACCELERATION
CONTROL UNIT
METERING
UNIT
DECELERATION
CONTROL UNIT
PRESSURIZING
VALVE
INJECTION
WHEEL
DESCRIPTION

Edition: April 2012
7.5
CONTROL SYSTEM


ANTICIPATOR
ARRIEL 1
Training Notes
CONTROL SYSTEM - OPERATION

Adaptation to requirements
Installation configuration
The gas generator supplies power to the power turbine which
is connected to the helicopter main rotor.
Installation requirements
- Aircraft rotor speed (NR) almost constant in all operating
conditions (because of the rotor efficiency) whatever the load
applied
- Max. torque limitation (imposed by the mechanical transmission
and the helicopter main gearbox)
- Power turbine rotation speed (N2) within given limits (in fact
almost constant, as it is connected to the rotor)
The control system ensures the engine adaptation to the

requirements by metering the fuel flow WF sprayed into the
combustion chamber.
Thus, the gas generator adapts automatically to the requirements
(N1 demand) to maintain constant power turbine rotation speed
N2 whilst keeping all the other parameters within determined
limits.
This adaptation is illustrated by:
- The diagram W/N2 which illustrates the power W, the max.
torque TRQ and the rotation speeds N1 and N2
- The diagram N1/N2 which illustrates the N1/N2
relationship.
- Limitation of the gas generator rotation speed N1:

Max. N1 (maximum engine power)
Min. N1 (to avoid critical speeds)
- Load sharing (equal sharing of loads between the 2
engines)
- Protection against surge, flame-out, overtemperature

Edition: April 2012
7.6
CONTROL SYSTEM


CONTROL
Training Notes
ARRIEL 1
NR
N2
Ma
TRQ
qu
or
t
x.
Max. N1
R
eT


N1
N1 isospeeds
TET
Min. N1
WF
Control
system
N2
POWER W / N1, N2
N1
REQUIREMENTS
Max.
- NR
- N2
- Max. torque TRQ
- N1
- W eng 1 = W eng 2
- Protections
Nominal N2
Operating
range
Min.
INSTALLATION CONFIGURATION
AND REQUIREMENTS
N1 / N2
N2
ADAPTATION TO REQUIREMENTS
CONTROL

Edition: April 2012
7.7
CONTROL SYSTEM
ARRIEL 1
Training Notes

Compensation
Static droop
Each governor (N2 and N1) uses the principle of the centrifugal
governor (a system invented by James Watt), in which a control
spring is set in opposition to a flyweight. The spring attempts
to open the metering valve and is opposed by the centrifugal
force generated by the flyweight.
At a stabilised rating, the system is in equilibrium: the force
exerted by the spring is equal to the centrifugal force (Fs=Fc).
There is therefore a given fuel flow and a nominal rating.
In a transient rating, e.g. when the engine rpm decreases (due
to the increase in the resisting torque), the centrifugal force
decreases. The force exerted by the spring therefore becomes
the greater of the two and opens the metering valve. This
increases the engine rpm until the equilibrium is re-established
(Fs=Fc). Although the equilibrium has been re-established, the
spring is now less compressed than at the previous engine rpm.
It therefore exerts less force, which leads to a slight reduction
in the nominal engine rpm.
In this type of control system, the N1 speed is made to be
inversely proportional to the N2. The relationship between N1
and N2 illustrates this proportionality and the variation in N2 is
referred to as "static droop".
As the largest load variations are caused by changes in

collective pitch, a link between the collective pitch lever and the
governor allows the system to compensate for the static droop.
In addition, the detection phase is brought forward (hence the
name "anticipator") to reduce the response time. To do this, a
cam is added to compress the spring so that it exerts the same
force in all collective pitch positions.
The diagram shows the apparent static-droop line for different
collective pitch positions (anticipator effect):
In the diagram: 1 = fine pitch, 2 = medium pitch,
3=coarsepitch.
In operation, points 1, 2 and 3 are obtained and the static droop
is therefore compensated for, i.e. the power turbine speed and
therefore the rotor speed are almost constant in all operating
conditions.
In transient ratings, the power turbine speed varies, but the
governor acts to bring it very quickly back to its nominal value,
to within the value of the static droop.
Note: The static droop is slightly overcompensated.
Although the "static droop" ensures the stability of the system,

it is not acceptable because the helicopter rotor requires one
constant rotation speed.
Edition: April 2012
7.8
CONTROL SYSTEM


STATIC DROOP - COMPENSATION
Training Notes
L1
L2
WF/N1
L1
L1
WF/N1
3
2
3
2
1
Static droop
N2
N2
STATIC DROOP - COMPENSATION

Edition: April 2012
7.9
CONTROL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes

The system meters the fuel flow in order to match the engine
power to the requirements thus keeping power turbine rotation
speed constant. The control components are contained in the
hydromechanical unit mounted on the front face of the accessory
gearbox.


PRINCIPLE OF THE CONTROL LOOP
Operation of the control loop

The power turbine governor compares the actual speed N2
with a speed datum which varies with the collective pitch. It
determines a speed datum (N1*) which is a function of the
difference measured.
The gas generator governor compares the datum speed (N1*)
and the actual speed (N1) and meters the fuel to maintain
the datum speed, thus matching the gas generator to the
conditions.
The acceleration control unit limits the transient fuel flow (WF)
variations in relation to P2 pressure so as to prevent compressor
surge while permitting quick response times.

Edition: April 2012
7.10
CONTROL SYSTEM
Training Notes
ARRIEL 1
POWER
TURBINE
GAS
GENERATOR
LOAD TRQ
(e.g. collective pitch)
N2
t
MAIN GEARBOX
N2 SPEED (Transient variation

and quick return to nominal speed)
P2
WF
ACCELERATION
CONTROL UNIT
COLLECTIVE
PITCH CONTROL
FUEL FLOW WF (Variation

controlled by the governor)
N1
GAS GENERATOR
SPEED GOVERNOR
WF
N1
N1*
+
N2
POWER TURBINE
SPEED GOVERNOR
+
t
N1 SPEED (Increase or decrease
to match the load variations)
N2*
VARIATION OF THE MAIN

PARAMETERS IN TIME
PRINCIPLE OF THE CONTROL LOOP

Edition: April 2012
7.11
CONTROL SYSTEM


TRQ
ARRIEL 1
Training Notes
POWER TURBINE GOVERNOR
GAS GENERATOR GOVERNOR
This proportional type governor determines a datum signal

according to the anticipator signal and the actual speed.
This integral type governor controls the datum speed demanded

by the power turbine governor. It achieves this control by
metering the fuel flow.
In stabilized conditions, the flyweight centrifugal force balances

the datum spring force. The lever is in a fixed position in front
of the potentiometric jet. The reduced pressure flows to the
low pressure and a modulated pressure is established in the
chamber. The amplifier piston (subjected to a reference pressure
on one side and to the modulated pressure on the other side)
determines the N1 datum transmitted to the gas generator
governor by a lever and a plunger.
Transient conditions, the anticipator modifies the spring
force while the centrifugal force changes. The lever pivots and
moves in front of the potentiometric jet thus altering the leak
and therefore changing the modulated pressure. The amplifier
piston then moves and, by means of the lever and plunger, sets
a new datum on the gas generator governor. The gas generator
adapts itself to the new condition until the balance is regained.
In stabilized conditions, the flyweight centrifugal force balances

the force of the datum spring. The lever is in a fixed position and
the valve determines a given modulated pressure. The working
piston controls a given position of the metering needle which
meters the fuel flow to obtain the required rotation speed. The
system is "in balance".
In transient conditions, we have seen that the power turbine
governor determines a new datum which upsets the balance. The
lever moves, the leak varies and consequently the modulated
pressure. The working piston moves the metering needle until the
new N1 datum is obtained. The gas generator speed increases
or decreases, thus regulating engine output power to match the
load and obtain a constant power turbine speed.
Thermal compensator
The thermal compensator moves the potentiometric jet as a
function of the fuel temperature, which slightly modifies the
modulated pressure, thus maintaining the max. N1 speed
constant.

Edition: April 2012
7.12
CONTROL SYSTEM


Training Notes
ARRIEL 1
N2 DATUM
SPRING
Modulated pressure
N2 (approx. 280 kPa)
Modulated pressure
N1 (approx. 300 kPa)
AMPLIFIER
PISTON
LEVER
POTENTIOMETRIC
JET
Reduced pressure
(approx. 400 kPa)
N1 SPEED
DETECTOR
(flyweight)
MAX N1
STOP
LEVER
MIN N1
STOP
DAMPING
DEVICE
N1 DATUM
PLUNGER
N1 DATUM
SPRING
THERMAL
COMPENSATOR
POTENTIOMETRIC
JET
WORKING
PISTON
METERING
NEEDLE
POWER TURBINE GOVERNOR AND GAS GENERATOR GOVERNOR

Edition: April 2012
7.13
CONTROL SYSTEM


ANTICIPATOR
Low pressure
(approx. 100 kPa)
N2 SPEED DETECTOR
(flyweight)
ARRIEL 1
Training Notes
ACCELERATION CONTROL UNIT
DECELERATION CONTROL UNIT
It limits fuel flow increase in transient conditions, in order to

prevent compressor surge during acceleration.
In some versions, a deceleration control unit (or min flow limiter)

is included in the metering unit to prevent flame-out during
deceleration.
In stabilized conditions, there is a gap between the fork

and the metering valve. The position of the metering valve is
determined by the working piston.
In load increase transient conditions, the governor "responds"
and the working piston moves rapidly. Under the action of its
spring, the metering needle opens until it stops against the
fork. This displacement represents what is called "instant flow
increase" initiating the acceleration. Then the subsequent
increase in P2 pressure causes the deformation of the capsule
which permits further opening of the metering needle until it
comes into contact with the working piston.

In load decrease transient conditions, the closing of the metering

needle is limited by a mechanical stop.
This mechanical stop is controlled by a diaphragm subjected
to P2 pressure.
The stop withdraws as the P2 pressure decreases in order to
prevent engine flame-out during rapid deceleration.
Edition: April 2012
7.14
CONTROL SYSTEM


Training Notes
ARRIEL 1
Max. flow for a determined P2
pressure (lever mechanism position)
Max.
X
WF
Max. flow stop of the
acceleration control unit
Min. flow curve

as a function of P2 pressure
"X" instant flow increase =

distance between the metering
valve position and fork position
Min. flow stop of the
acceleration control unit
Min.
P2
ACCELERATION CURVE
(Fuel flow WF as a function of compressor pressure P2)
WORKING
PISTON
GAP (x)
CAM
FUEL METERING
NEEDLE
WORKING
PISTON
DECELERATION
CONTROL UNIT
CAM
x
P0
ACCELERATION
CAPSULE
ACCELERATION
CAPSULE
LEVER
MECHANISM
DIAGRAM OF THE MECHANISM
P2
DECELERATION CURVE
(WF as a function of P2)
P0
P2
BAROSTATIC
DEVICE
P2
METERING
NEEDLE
LEVER
MECHANISM
ACCELERATION CONTROL UNIT AND DECELERATION CONTROL UNIT

Edition: April 2012
7.15
CONTROL SYSTEM


WF
ARRIEL 1
Training Notes

Operation
Metering needle
The metering needle is a profiled needle which moves in a
calibrated orifice.
Graph of fuel flow (WF) as a function of metering needle

position (S): each position corresponds to a fuel flow and each
displacement S corresponds to a proportional flow variation
WF.
The fuel under pump pressure flows through the passage

determined by the metering needle sliding in the orifice.
Constant P valve
To obtain a fuel flow solely depending upon the metering needle
position, this valve keeps a constant pressure difference across
the metering needle. It consists of a diaphragm subjected
metering needle pressure variation. Any variation of pressure
difference (P) is sensed by this valve which returns more
or less fuel to the inlet of the pump. In fact, the pump always
supplies a flow higher than the engine requirements and the
excess fuel is returned to the inlet.
The P transient variations are due to the pump pressure
variations, to the downstream pressure variations and of course
to the displacement of the metering valve.
For example: when the metering needle opens, the pressure
difference decreases, the valve diaphragm senses this and
moves to close the return. More fuel is admitted to the engine,
the upstream pressure increases and the nominal P is
regained.

Edition: April 2012
7.16
CONTROL SYSTEM


METERING UNIT
Training Notes
ARRIEL 1
CONSTANT
P VALVE
FUEL
RETURN
WF
P2
P0
WF
S
WF AS A FUNCTION OF
NEEDLE POSITIONS (S)
METERING
NEEDLE
FUEL
OUTLET
(WF)
METERING UNIT

Edition: April 2012
7.17
CONTROL SYSTEM


FUEL
INLET
ARRIEL 1
Training Notes

Min. governed speed
Limits of gas generator speeds

The gas generator rotation speed varies (to adapt the engine to
changing conditions) between two extreme limits represented
by adjustable mechanical stops.
Max. speed
It is automatically limited by a fixed adjustable stop which
represents the max operating rating.
MTOP- Max. Take-Off Power in the case of a single engine (in
fact, this rating is given at a value slightly lower than
the mechanical stop and the engine must be operated
not to overcome it).
MCP - Max. Contingency Power in the case of engine failure
during take-off or landing of a twin engine helicopter
(OEI 2 min. 30 sec.)
The effect of fuel temperature on the speed (variation of fuel
viscosity changing the balance point of the hydromechanical
governor) is compensated by the capsule in order to obtain speed
invariability (especially max. N1). A slight max. N1 variation is
however introduced but within given limits.

It is limited by a fixed adjustable mechanical stop to avoid low

speeds corresponding to critical ratings. In operation, this limit
is practically never reached because, even at zero torque,
the power to drive the compressor requires a higher speed.
Therefore, the stop is only a safety measure and it is only
adjusted on the FCU test rig.
Limits of fuel flow

Fuel flow variation in transient conditions is limited by the
acceleration control unit to obtain an optimum acceleration
without compressor surge. The acceleration rate determines
the response time. The slope of acceleration is only adjustable
on the test rig.
The min. fuel flow (limit to prevent flame-out) is limited by a
mechanical stop on the metering needle. In some versions,
this stop is variable with P2 pressure; it is also called the
deceleration control unit.
The max. fuel flow is determined by the full opening of the
metering needle for a given pressure difference P. It is a factory
adjustment which represents a sort of power limitation.
In manual control (emergency control), the max. fuel flow is
limited at a lower value to avoid exceeding of the limits.
Edition: April 2012
7.18
CONTROL SYSTEM


LIMITS
Training Notes
ARRIEL 1
N1
N1 max. as a function of
fuel temperature
N1 limit to
ensure power
WF
Metering unit max. WF
Manual control max. WF
(emergency)
Temperature
N1 LIMITS
Metering unit min. WF

(with deceleration
control unit)
Metering unit min. WF
(without deceleration
control unit)
P2
FUEL FLOW LIMITS (WF)
LIMITS

Edition: April 2012
7.19
CONTROL SYSTEM


N1 thermal
limit
ARRIEL 1
Training Notes


LIMIT OF TORQUE AND POWER TURBINE

OVERSPEED SAFETY SYSTEM
Limit of torque
A max. torque limit is required by the mechanical transmission.
The control system does not ensure a torque limit and the
operating instructions should be observed to prevent any
overtorque. The flight manual indicates the torque limits: also
see chapter "indication" of this manual for details of the torque
measuring system.
Power turbine overspeed safety system

This safety system is not included in the control unit but is often
mentioned among the functions of the engine control system.
The overspeed safety system is designed mainly to take into
account the case of shaft failure resulting in a very sudden
acceleration which cannot be contained by the speed governor.
The system includes a speed detector, an electronic unit and
the overspeed and drain valve of the fuel system.
It is installed on some versions: twin engine configurations mainly.

Edition: April 2012
7.20
CONTROL SYSTEM
Training Notes
OVERSPEED AND
DRAIN VALVE
WF
TACHOMETER
BOX


ARRIEL 1
N2
DETECTOR
TRQ
TEST
TORQUE
INDICATOR
LIMIT OF TORQUE - POWER TURBINE OVERSPEED SAFETY SYSTEM

Edition: April 2012
7.21
CONTROL SYSTEM
ARRIEL 1
Training Notes

As regards the operation, the control system performance
determines some flight characteristics.
The following can be distinguished:
- The response time
It is the transient speed variation occurring during a load variation.

The amplitude of this variation can be observed on the rotor
speed indicator; it is related to the other characteristics.
Static variation of power turbine speed
- The static and dynamic power turbine speed variations
It can be defined as the speed variation at different ratings. This

static variation (a static droop which is slightly overcompensated)
can be checked by noting NR speed at different operating points
(eg: ground fine pitch and cruise pitch). With the increase of
power, the NR increases slightly within given limits.
- The max. speed of the gas generator.
Response time
It can be defined as the time required to regain power turbine
nominal speed in transient conditions. The response time
is closely associated to the rate of acceleration of the gas
generator.
A check of the response time can be made by recording
parameters during a load application. It is less than 4 seconds
between N1 min. and max. in standard conditions.

Dynamic variation of power turbine speed
Max. available speed of the gas generator

It is the max. speed that can be obtained from the gas generator
(take-off on single engine and max. contingency on twin engine).
This rating can be checked on a load application, noting the max
speed obtained when the rotor speed starts decreasing.
Edition: April 2012
7.22
CONTROL SYSTEM


CONTROL SYSTEM PERFORMANCE
Training Notes
N2
N1


ARRIEL 1
Max.
100%
< 4 sec.
90
time
80
70
< 4 sec.
Min.
100%
RESPONSE TIME AND DYNAMIC

VARIATION OF THE POWER
TURBINE SPEED N2
N2
STATIC VARIATION OF N2
POWER TURBINE SPEED
CONTROL SYSTEM PERFORMANCE

Edition: April 2012
7.23
CONTROL SYSTEM
ARRIEL 1
Training Notes
Principle of load sharing


In normal conditions, the helicopter rotor is driven by the two

power turbines and therefore:
NR = k.N2 eng 1 = k.N2 eng 2
The speed signals received by the two power turbine governors
being identical (as well as the signals from the collective
pitch), they determine identical datum signals sent to the two
gas generator governors which meter fuel flow to keep them
constant.
As the power is closely related to the N1 speed and as the
efficiency does not vary much from one power turbine to another,
a fairly good load sharing is obtained.
Operation on one engine

In this case, the engine remaining in operation supplies the
power while the other one is disconnected by the free wheel.
The limit of the operative engine is represented by the max.
contingency rating automatically limited by the fuel control unit.
This rating, determined for engine failure during take-off or
landing, has a limited duration: 2 min. 30 sec.

Edition: April 2012
7.24
CONTROL SYSTEM
Training Notes
MAIN
GEARBOX
NR = k.N2 eng1 = k.N2 eng2
COLLECTIVE
PITCH
FREE WHEEL
REDUCTION
GEARBOX
NR
N2
(1 and 2)
TRQ
TRQ1
and
TRQ2
POWER
TURBINE
GAS
GENERATOR
N2
T4


ARRIEL 1
T4
N1 Max.
POWER TURBINE
GOVERNOR
WF
N1
N1
TRIM
N2*
N1*
GAS GENERATOR GOVERNOR

Edition: April 2012
7.25
CONTROL SYSTEM
ARRIEL 1
Training Notes

Evolution of parameters
"Image" of a load increase

- Collective pitch

Sudden increase from min. to max. almost instantly
t = 0
- "Start" Collective pitch movement
- The pitch increases
W1 > W
- The resisting torque becomes higher than the

drive torque
N2
- The power turbine rotation speed decreases
- The N2 governor detects the 2 signals, and

sends a datum increase to the N1 governor:
the N1 governor increases the fuel flow WF
WF
- Instantaneous flow step
P2
- Th e c o m p r e s s o r d i s ch a r g e p r e s su re
increases
AC
- The acceleration control unit enables the

acceleration to continue
N2 - Power turbine speed

Transient decrease and rapid return to nominal speed
after a slight overshoot, and a slight overcompensation
of the static droop
N1 - Gas generator speed

Speed increase and stabilisation after a slight
overshoot
t
- Time in seconds
Combustion - The flow WF increases in the combustion

chamber
N1
- increases, the output power W increases, the N2 speed

stops decreasing and returns to its nominal value when
the equilibrium between torques W1 = W is achieved.
t < 4 sec. - End of transient

Edition: April 2012
7.26
CONTROL SYSTEM


CONTROL SYSTEM LOOP - LOAD INCREASE
Training Notes
ARRIEL 1


NR
t=0
t
t<4
W=W
N2
1
W >W
N2
1
N2
N2
W
WF
N1
P2
N1
t
2
3
t
1
AC
Combustion
WF
1
"Image" of a load increase
N1
N2
Evolution of parameters during a load increase
CONTROL SYSTEM LOOP - LOAD INCREASE

Edition: April 2012
7.27
CONTROL SYSTEM
ARRIEL 1
Training Notes

Evolution of parameters
"Image" of a load decrease

- Collective pitch

Rapid decrease of pitch
t = 0
- "Start" Collective pitch movement
- The pitch decreases
W1 < W
- The resisting torque becomes lower than the

drive torque
N2
- The power turbine rotation speed increases
N1 - Gas generator speed

Speed decrease and stabilisation
- The governor detects the N2 increase and

decreases the fuel flow WF
WF
- Instantaneous deceleration flow
P2
DC
- The deceleration controller limits the min. fuel

flow (if needs be)
N2 - Power turbine speed

Transient increase and return to nominal speed (within
the static droop)
- Time in seconds
The compressor discharge pressure decreases
Combustion - The flow WF decreases in the combustion

chamber
N1
- decreases, the output power W decreases, the N2 speed

returns to its nominal value.
t < 4 sec. - End of transient

Edition: April 2012
7.28
CONTROL SYSTEM


CONTROL SYSTEM LOOP - LOAD DECREASE
Training Notes
ARRIEL 1
t=0
t<4
t
N2
1
W <W
N2
1
W =W


NR
N2
t
N2
N1
WF
N1
P2
1
3
2
1
DC
t
3
1
2
Combustion
WF
N1
N2
2
"Image" of a load decrease
Evolution of parameters during a load decrease
CONTROL SYSTEM LOOP - LOAD DECREASE

Edition: April 2012
7.29
CONTROL SYSTEM
ARRIEL 1
Training Notes
CONTROL SYSTEM - 1ST LINE

MAINTENANCE

flight safety.


- Pre-flight

- Post-flight


objectives.

Edition: April 2012
7.30
CONTROL SYSTEM


Training Notes
ARRIEL 1


Ground run or in flight

- Do a check of engine health
FM
Test flight
- F.C.U. characteristics
Check
Chap. 73
Before
carrying out any
Letters.
CONTROL SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
7.31
CONTROL SYSTEM
ARRIEL 1
Training Notes
CONTROL SYSTEM - 1ST LINE

MAINTENANCE


Edition: April 2012
7.32
CONTROL SYSTEM
ARRIEL 1
Training Notes


- FCU
Removal / installation No. 1
Removal / installation No. 2
Inspection / check
- Temperature compensating device
- Anticipator and low fuel control
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Before
carrying out any
Letters.
CONTROL SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
7.33
CONTROL SYSTEM


Training Notes
8 - MEASUREMENT AND INDICATING

SYSTEMS


ARRIEL 1
- Measurement and indicating systems presentation......................... 8.2

- Speed measurement and indicating system (77-10-03).................... 8.4
- T4 measurement and indicating system............................................. 8.10

- Torque measurement and indicating system..................................... 8.14
- Miscellaneous indications................................................................... 8.18
- Measurement and indicating systems - 1st line maintenance......... 8.22 - 8.25
Edition: April 2012
8.1
MEASUREMENT AND INDICATING SYSTEMS
ARRIEL 1
Training Notes
Functions
Miscellaneous indications
- N1 speed (gas generator)
The indicating system provides the following functions:



PRESENTATION
- N2 speed (power turbine)
- It allows the pilot to check that the engine is operating within

determined limits
- T4 gas temperature
- It indicates faults or abnormal changes of parameters
- Engine torque
- It allows the checking of certain operating phases.
- Oil system indication,

- Miscellaneous (indicating lights and monitoring).
Note: In fact there are operating parameters (e.g. N1 and

torque) and monitoring parameters (e.g. N2, T4, oil
temperature and pressure).

Edition: April 2012
8.2
Training Notes
ARRIEL 1
- To check that the engine operates

within determined limits
- To indicate fault or abnormal
changes of parameters
- To check certain operating phases
N1 SPEED
INDICATION


FUNCTIONS
T4 GAS TEMPERATURE
INDICATION
MISCELLANEOUS
(indicating lights
and monitoring)
OIL SYSTEM
INDICATION
N2 SPEED
INDICATION
ENGINE TORQUE
INDICATION
MEASUREMENT AND INDICATING SYSTEMS PRESENTATION

Edition: April 2012
8.3
ARRIEL 1
Training Notes
GENERAL
Operation
Function
N1 is an operating parameter as it reflects the engine power

and serves to determine the limit ratings.
This system measures the rotation speeds of the gas generator

(N1) and the power turbine (N2).
The N2 signal is used for the N2 indication (associated with

the NR indication).
- Type:
tachometer transmitter
phonic wheel (according to version)
- Transmitter signals: frequency proportional to the rotation
speed.
Main components
- N1 speed transmitter
- N2 speed transmitter
- Electrical harnesses for connection to the indicators.
Description
One or two tachometer generators (N2 optional) linked to one
or two indicators.

Edition: April 2012
8.4


SPEED MEASUREMENT AND INDICATING

SYSTEM
Training Notes
ARRIEL 1
N1 SPEED
SENSOR
ELECTRICAL
CONNECTOR
PHONIC WHEEL
(starter generator
drive shaft)
N1 SPEED SENSOR
N2 SPEED
SENSOR
REAR OF THE
INTERMEDIATE GEAR
OF THE REDUCTION
GEARBOX
N2
INDICATOR
ACCESSORY GEARBOX
REAR FACE
ELECTRICAL
CONNECTOR
N2 SPEED SENSOR
GENERAL
SPEED MEASUREMENT AND INDICATING SYSTEM

Edition: April 2012
8.5


N1
INDICATOR
ARRIEL 1
Training Notes
Description
N1 AND N2 TACHOMETER-TRANSMITTERS
(EXCEPT 1E, 1S)
The assembly consists of:
Function
The system measures the gas generator rotation speed (N1)
and the power turbine rotation speed (N2).
Position
- A tachometer-generator whose rotor is a mechanically driven

permanent magnet. It delivers a 3-phase AC voltage electrical
signal whose frequency is proportional to the speed
- An asynchronous motor which receives the signal from the
transmitter and displays the speed on a graduated dial.
General operation
- On the rear face of the accessory gearbox:

N1 on the right-hand side
N2 on the left-hand side (according to version).
The N1 signal is a control parameter because it reflects the

power being supplied and determines the operating "limit ratings".
The N2 signal is an indicating parameter (associated with the
rotor rotation speed indication (NR)).
N1/N2 operation
- Type:
Tachometer-transmitter
3-phase permanent magnet generator
The rotation of the permanent magnet in front of the three

windings induces an AC voltage.
- Transmitter signals: frequency proportional to the rotation

speed
The frequency of this AC voltage is proportional to the rotation

speed.
- Quantity: 2 identical N1/N2 transmitters (interchangeable).

Edition: April 2012
8.6



SYSTEM
Training Notes
ARRIEL 1
BODY


Type:
- Tachometer-transmitter
- 3-phase permanent magnet
generator
Transmitter signals:
Frequency proportional
to the rotation speed
Quantity:
2 identical N1/N2 transmitters
(interchangeable)
ELECTRICAL
PLUG
STATOR
INDICATOR
N1 AND N2 TACHOMETER TRANSMITTERS (EXCEPT 1E, 1S)

Edition: April 2012
8.7
ARRIEL 1
Training Notes

SYSTEM
Description
The system consists of a toothed wheel, called a phonic wheel,
rotating in front of an electro-magnetic pick-up which is connected
to an indicator.
Function
The system measures the gas generator rotation speed (N1)
and the power turbine rotation speed (N2).
Position
- N1 sensor: on the accessory gearbox casing right-hand side
- N2 sensor: at the bottom of the rear drive shaft casing.
Operation
The passage of the teeth in front of the electro-magnetic
sensor induces an alternating current in the sensor windings.
This current has a frequency proportional to the speed and the
number of teeth:

nd x N
F=
60
- Type: electro-magnetic
(nd = Number of teeth; N = rotation speed in RPM;

F=frequency)
- Quantity: 2 (interchangeable)
The signal from the sensor is transmitted to the cockpit indicator

which transforms it into an indication which may be analog,
digital or both.
- N1 phonic wheel:
Quantity: 1
On the starter-generator drive shaft
- N2 phonic wheel:
Quantity: 1
On the rear of the intermediate gear of the reduction
gearbox.

Edition: April 2012
8.8


N1 AND N2 SPEED SENSORS (1E, 1S)
Training Notes
ARRIEL 1


TO THE INDICATOR
PHONIC WHEEL
SPEED
SENSOR
N1 SPEED
SENSOR
ELECTRICAL
CONNECTOR
REAR CASING OF
THE INTERMEDIATE
GEAR
F=
nd x N
60
PHONIC WHEEL
(starter generator
drive shaft)
N2 SPEED
SENSOR
INDICATOR
ELECTRICAL
CONNECTOR
ELECTRO-MAGNETIC
SENSOR
PHONIC
WHEEL
N1 AND N2 SPEED SENSORS (1E, 1S)

Edition: April 2012
8.9
ARRIEL 1
Training Notes
GENERAL
Operation
Function
The gas temperature (T4) is an operating parameter, particularly

during engine starting.
This system provides an indication of the gas temperature (T4)

at the gas generator turbine outlet.
As it would be difficult to measure the turbine inlet temperature,

the gas generator outlet temperature is measured.
Position
All versions (except 1E-1S): The system includes thermocouple

probes which are connected to an indicator by means of a
harness.
- All the system components are located on the engine except

the T4 indicator.
- Type: thermocouple probes
- Indication: degrees Celsius.
1E-1S: The thermocouple junction box provides a connection

between the thermocouple probes and the indicator.
The system produces a voltage proportional to the temperature
of a junction of two dissimilar metals.
The voltage produced is measured by a galvanometer indicator
which is graduated in degrees Celsius.
Main components
- Thermocouple probes (x 3)
- Indicator
- 1E-1S : Thermocouple junction box.

Edition: April 2012
8.10


T4 MEASUREMENT AND INDICATING

SYSTEM
Training Notes
ARRIEL 1


THERMOCOUPLE
PROBES
GAS GENERATOR
TURBINE
1E/1S
1E-1S:THERMOCOUPLE
JUNCTION BOX
1E/1S
1E-1S:
THERMOCOUPLE
JUNCTION BOX
THERMOCOUPLE
PROBES
Except
1E/1S
Type:
Thermocouple probes
Indication:
Degrees Celsius
T4 TEMPERATURE
INDICATION
GENERAL
T4 MEASUREMENT AND INDICATING SYSTEM

Edition: April 2012
8.11
ARRIEL 1
Training Notes
T4 MEASUREMENT AND INDICATING

SYSTEM
SYSTEM COMPONENTS
Thermocouple probes
Function
The thermocouple probes measure the gas temperature (T4)
at the gas generator outlet.
Position
- Around the rear part of the combustion chamber casing.
Function
The thermocouple junction box forms the interface between the
thermocouples and the indicator.
Position
- On a bracket at the upper part of the power turbine.
- Type: Chromel - Alumel thermocouple
- Quantity: 3
- Type: box with connectors.
- Connection: in parallel.
The 3 thermocouple probes are identical. They are positioned
to give a homogeneous measurement. Each probe contains a
hot junction (Chromel - Alumel wires soldered together).
The probes are connected in parallel either to the aircraft
indicator directly or through an amplifier providing analog and
digital outputs.

Thermocouple junction box (1E-1S)
The thermocouple junction box contains connection system of

Chromel - Alumel wires and provides a connection between
the thermocouple probes and the aircraft indicator.
It includes the connectors of the thermocouple probes (x 3)
and of the indicator.
Edition: April 2012
8.12

A thermocouple probe produces an electromotive force which

is proportional to the temperature difference between the hot
and the cold junction. The electromotive force is delivered to
the T4 indicator (galvanometer graduated in degrees Celsius).
The reading obtained is an average temperature.
Training Notes
ARRIEL 1
1E-1S: THERMOCOUPLE
JUNCTION BOX
1E/1S
Type:
Chromel - Alumel thermocouple
Type:
Box with connectors
Quantity:
3
Connection:
In parallel
Indicator
connector
Thermocouple
connector
Mounting
nut
1E/1S
Cable
1E-1S: THERMOCOUPLE
JUNCTION BOX
THERMOCOUPLE
PROBE
Chromel
Thermocouple
connectors
Cold
junction
INDICATOR
Hot
junction
Alumel
SYSTEM COMPONENTS
T4 MEASUREMENT AND INDICATING SYSTEM

Edition: April 2012
8.13


THERMOCOUPLE PROBES
ARRIEL 1
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
Operation
General operation
Function
To provide an indication of the engine torque measured at the
reduction gearbox intermediate gear.
Position
- All the system components are located on the engine except
the torque indicator.
The reaction torque is transformed into axial force on the

reduction gear intermediate pinion. The force is transmitted to
a piston which determines an oil flow modulating a pressure
representative of the torque.
The pressure is transformed into electrical current supplied to
the indicator by a transmitter.
Torquemeter operation
- Type: hydraulic torquemeter
The torque on the output shaft is transmitted to the reduction

gearbox. The intermediate gear, which has helical teeth,
transmits the axial force to the piston, via the stop bearings.
Description
The movement of the intermediate gear/piston assembly varies

the oil flow between the piston and the tube base.
The torquemeter piston is fitted into the hub of the intermediate

gear of the reduction gearbox on a stop bearing.
This pressure variation is felt by the torque transmitter.
The head of the piston fits into a cavity in the reduction gearbox
front casing. An oil tube passes through the hollow shaft of the
piston and forms a passage between the piston and the tube
base. Oil from the torquemeter system can pass through this
passage.

Edition: April 2012
8.14


GENERAL
Training Notes
ARRIEL 1
TORQUEMETER
PISTON
INTERMEDIATE
GEAR
STOP
BEARING
OIL FLOW
VARIATION
INDICATOR
TRANSMITTER
RESTRICTOR
LIMITED
FLOW
OIL INLET
(pressure modulated
by the piston)
LUBRICATION
TUBE
OIL PUMP
TO ENGINE
LUBRICATION
FILTER
TORQUEMETER
PISTON
Type:
hydraulic torquemeter
GENERAL
TORQUE MEASUREMENT AND INDICATING SYSTEM

Edition: April 2012
8.15


REDUCTION
GEARBOX
CASING
ARRIEL 1
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
Note: The torque transmitter or the indicator (according to
version) is adjusted and matched to the reduction
gearbox.
Function
The transmitter transforms the hydraulic signal (modulated
pressure from the piston) into an electrical signal and transmits
it to the indicator.
Position
- Rear right hand side of the accessory gearbox.
- Type: inductive or resistive (according to version).
Description
The system includes:
- A calibrated orifice
- A transmitter
- A pressure tapping point.

Edition: April 2012
8.16


TORQUE TRANSMITTER
Training Notes
PUMP
PRESSURE
RESTRICTOR
TORQUEMETER PISTON
MODULATED PRESSURE
INDICATOR
Type:
Inductive or resistive
Note:
The torque transmitter or

the indicator (according to
version) is adjusted and
matched to the reduction
gearbox.
TRANSMITTER
PRESSURE
TAPPING
TORQUE TRANSMITTER
TORQUE MEASUREMENT AND INDICATING SYSTEM

Edition: April 2012
8.17


ARRIEL 1
ARRIEL 1
Training Notes
MISCELLANEOUS INDICATIONS
There are several indicators and instruments which give
information about the engine operation. These pages summarize
the various lights which have already been dealt with in other
chapters.


GENERAL
Position
- Engine
- On the instrument panel.
- Indicating lights directly connected to engine sensors
- Indications provided by the aircraft
- Electrical measurement circuit directly connected to
indicators.
Main components
- Sensors and engine accessories (refer to corresponding
chapters for more information)
Lights directly connected to the engine

sensors
- Low oil pressure
- Bleed valve position
- Magnetic particles.
Edition: April 2012
8.18
Training Notes
+ 28 V


ARRIEL 1
Low oil pressure

Bleed valve position
Circuit breaker
Magnetic particles
ENGINE
INDICATING:
Fuel
Oil
Air
Power
Overspeed
Fire
HELICOPTER
GENERAL
Edition: April 2012
8.19
ARRIEL 1
Training Notes
Operation
Function
The cycle counter automatically carries out the calculations
stated in the maintenance manual.
Main components
The input signal is the N1 speed supplied by a pick-up or by

the tachometer generator.
With this information, the system converts the engine actual
operating cycles into "reference cycles" and displays the
result.
For the power turbine, the relationship is: 1 cycle = 1 start.
- Tachometer box with failure indicator
It is then possible to calculate the number of cycles of life

limited parts.
- Display unit with N1 and N2 cycle displays

- Electrical connectors.
The electronic box corresponding to an engine variant can

perform some (or all) of the following functions:
Note: In the 1E and 1S versions, a same box ensures the

two functions of N2 overspeed protection and cycle
counter.
- Count engine operating cycles

- Control electro-pneumatic compressor bleed valve
- Protect against power turbine overspeed
- Monitor the power turbine.

Edition: April 2012
8.20


CYCLE COUNTER
Training Notes
FAILURE
INDICATOR


ARRIEL 1
DISPLAY
UNIT
N1 AND N2
CYCLE DISPLAYS
N1, N2 AND 24 V
INPUT
Note: In the 1E and 1S versions, a same box ensures the two functions of N2 overspeed
protection and cycle counter.
CYCLE COUNTER
Edition: April 2012
8.21
ARRIEL 1
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS- 1ST LINE MAINTENANCE

flight safety.


- Pre-flight

- Post-flight


objectives.

Edition: April 2012
8.22


ARRIEL 1
Training Notes


- Torquemeter transmitter
Chap. 72
- N1 tachometer transmitter
Chap. 77
- Pyrometric harness
Visual inspection
Test
Chap. 77
Chap. 77
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

Edition: April 2012
8.23
ARRIEL 1
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS- 1ST LINE MAINTENANCE


Edition: April 2012
8.24
ARRIEL 1
Training Notes


- N1 speed sensor (NG)

- N2 speed sensor (NFT/NR)
- Torquemeter transmitter
Test
- Box and thermocouples
Removal / installation of a thermocouple
Removal / installation of the box
Inspection
- Tachometer unit and cycle counter
Counting function: test
Chap. 77
Chap. 77
Chap. 77
Chap. 77
Chap. 77
Chap. 77
Chap. 77
Chap. 77
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

Edition: April 2012
8.25


Training Notes
ARRIEL 1


9 - STARTING SYSTEM
- Starting system presentation.............................................................. 9.2
- Starter-generator................................................................................... 9.6
- Ignition system (74-00-00)..................................................................... 9.8
- Starting system - Operation................................................................. 9.10
- Starting system - 1st line maintenance.............................................. 9.14 - 9.17
Edition: April 2012
9.1
STARTING SYSTEM
ARRIEL 1
Training Notes
STARTING SYSTEM PRESENTATION

Main components
Function
- Starter-generator (cranking)
The starting system ensures starting (on the ground and in flight)
and dry crank of the engine. It includes the following functions:
cranking, fuel supply and ignition.
- Ignition units and igniter plugs
Position
All the starting accessories are installed on the engine.
Indicating and control components are supplied by the aircraft
manufacturer.


GENERAL
- Fuel system (supply, metering and delivery)

- Indicating and control system:
Electrical system
Instruments.
- Starting envelope: according to version
- Start duration: between 25 and 30 sec.
- Max. dry crank time: 15 sec.
- Stabilisation time before shut-down: 60 sec.
- Run-down time: > 30 sec. from 30 to 0% N1.

Edition: April 2012
9.2
STARTING SYSTEM
ARRIEL 1
Starting enveloppe:
IGNITION
UNITS
IGNITER
PLUGS
Start duration:
Between 25 and 30 sec.


STARTER-GENERATOR
Training Notes
Max. dry crank time:

15 sec.
Stabilisation time before shut-down:
60 sec.
CRANKING
Run-down time:
> 30 sec. from 30 to 0% N1
FUEL SUPPLY AND

DISTRIBUTION
IGNITION
START CONTROL
AND INDICATING
GENERAL

Edition: April 2012
9.3
STARTING SYSTEM
ARRIEL 1
Training Notes

The igniter plugs are installed close to the start injectors and
are connected to the ignition units by two cables.
Starter
The starter is electrically supplied with direct current from the
batteries through the aircraft electrical system.
Fuel system
The fuel system supplies fuel to the start and main injectors.
During starting, the starter drives the gas generator rotating

assembly through the accessory drive train.
Control and indicating system
At the end of starting, the electrical supply to the starter is

cut.
The control system includes:
The starter is installed on the front face of the gearbox

casing.
Ignition unit
The ignition units are of high energy type. They transform the
direct current voltage provided by the aircraft system into high
energy voltage required for the igniter plug operation.
The ignition units are located at the right side of the axial
compressor casing.
- The cockpit components (fuses or circuit-breakers, dry crank

and start push-buttons, the manual control lever)
- The supply (28 V battery)
- The accessory relay (to electrically supply the starting
accessories)
- The starter contactor
- The overspeed box (twin engine only).
Igniter plugs
The engine has two igniter plugs which ignite the air fuel mixture
sprayed by the start injectors.

Edition: April 2012
9.4
STARTING SYSTEM


DESCRIPTION
Training Notes
ARRIEL 1
STARTERGENERATOR
CIRCUIT
BREAKER
DRY CRANK
PUSH-BUTTON
START
PUSH-BUTTON


STARTER
CONTACTOR
START INJECTOR
ELECTRO-VALVE
ACCESSORY
RELAY
OVERSPEED
BOX
IGNITION
UNITS
DESCRIPTION

Edition: April 2012
9.5
STARTING SYSTEM
ARRIEL 1
Training Notes
Function
- Direct current supply to the aircraft system from the startergenerator when the starting phase is completed.
The starter cranks the gas generator rotating assembly during

starting and dry crank. At the end of starting (when the rotation
speed is sufficient), the starter operates as a Direct Current
generator.
Operation
Position
- On the front face of the accessory gearbox. It is secured by
a clamp.
- Supplied by the aircraft manufacturer
Engine cranking
When "START" is selected the starter contactor closes and
connects the aircraft DC bus bar to the starter.
The starter then cranks the rotating assembly through the
accessory drive train.
The torque on the starter shaft is inversely proportional to the
gas generator speed and will be higher when the atmospheric
temperature is low.
- Type: starter-generator
- Supply: VDC through heavy duty cables (32 V max.)
The starter main components are:
The N1 increases up to self-sustaining speed (45%) at which

point the torque becomes negative. The supply to the starter
is cut by the opening of the starter contactor.
- The starter-generator
Electrical generation
Main components
- The mounting flange

- The supply terminals.
Interfaces
- Starter electrical supply from the + 28 VDC supply bus bar
through the starter contactor
At the end of the start cycle the starter is no longer electrically

supplied and it is driven by the gas generator through the
accessory drive train. Thus it acts as an electrical generator
and supplies current to the aircraft circuit.
- Drive of the gas generator rotating assembly through the

accessory drive train

Edition: April 2012
9.6
STARTING SYSTEM


STARTER-GENERATOR
ARRIEL 1
Training Notes
DRIVE
SHAFT
STARTERGENERATOR
START
TORQUE
TORQUE WITH A DECREASING
AMBIENT TEMPERATURE
Aircraft manufacturer's
supply
Type:
Starter-generator
Electrical supply:
VDC through heavy
duty cables (32 V max.)
45%
0
SELF-SUSTAINING SPEED
STARTER
STARTER-GENERATOR
N1
Edition: April 2012
GENERATOR
9.7
STARTING SYSTEM


TERMINALS
ARRIEL 1
Training Notes
Function
Description
This system ignites the fuel that is sprayed into the combustion
chamber by the start injectors.
The ignition system includes the following components:
Position
- 2 ignition cables (identical, triple-braided, high energy)
With the exception of the electrical supply circuit, all the

components are fitted on the engine:
- 2 igniter plugs (surface-discharge type, incorporating a central

electrode insulated from the body, and a semi-conductor at
the tip).
- Ignition units: mounted on a support, on the front right-hand

side of the engine
- Ignition cables: between the ignition units and the igniter
plugs
- Igniter plugs: beside the start injectors, on either side of the
turbine casing.
- Type: High Energy (HE)
- Supply voltage: 28 VDC

- 2 ignition units (identical, high energy)
Operation
The ignition units are supplied with the DC voltage from the
aircraft mains electrical system, and transform it into a highenergy voltage.
This high-energy voltage (approximately 2 kV) is then delivered
to the igniter plugs through the ignition cables.
The high-energy voltage produced by the ignition units is supplied
to the central electrode of the igniter plugs. It discharges between
the semi-conductor and the plug body causing powerful sparks.
These sparks ignite the fuel that is sprayed into the combustion
chamber by the start injectors.
Edition: April 2012
9.8
STARTING SYSTEM


IGNITION SYSTEM
Training Notes
ARRIEL 1
Electrical connector
(connection with the ignition unit)
Seals and
spacers
(to the ignition unit)


(to the igniter plug)
External
body
Spark
Central
electrode
(+)
IGNITION
CABLE
Identification
plate
IGNITER
PLUG
Insulator
Semiconductor
START
INJECTORS
IGNITER
PLUG
Mounting
flanges
Type:
High Energy (HE)
IGNITION
UNITS
Supply voltage:
28 VDC
IGNITION SYSTEM
Edition: April 2012
COMBUSTION
CHAMBER
9.9
STARTING SYSTEM
ARRIEL 1
Training Notes
STARTING SYSTEM
Dry crank cycle
Starting cycle
The starting cycle is characterised by the evolution of the
engine parameters, especially the rotation speed and the gas
temperature.
A dry crank consists of cranking the rotating assembly without

supplying fuel or ignition (dry crank). It is used for cooling the
engine or for maintenance procedures.
The dry crank cycle comprises the following phases:
The main points of the starting cycle are:
- Dry crank
- Start selection
- Cranking of the rotating assembly
- Self-sustaining speed (de-energisation of the starter and

ignition units)
- End of dry crank and run-down.
- End of start (stabilisation at min. power).
Note: Dry crank time is limited to 15 sec. to avoid overheating

of the starter motor.
Shut-down cycle
This cycle comprises the following points:
- Stabilisation at idle speed
- Stop selection
- Run-down and stop.

Edition: April 2012
9.10
STARTING SYSTEM


OPERATION (1)
Training Notes
ARRIEL 1
N1
Stop selection
Stabilisation
at idle speed
Starting
accessories
ACCESSORY
RELAY
Run-down
DRY CRANK SELECTION
Startergenerator
STARTER
CONTACTOR
N1
N2 100%
T4 gas
temperature
SHUT-DOWN CYCLE
N1
time
Dry crank cancel
N1 idle
Self-sustaining
speed
Approx. 200C
(injection wheel
supply)
Selection
STARTING CYCLE
time
Selection
(15 sec. max.)

DRY CRANK CYCLE
time
OPERATION (1)
STARTING SYSTEM
Edition: April 2012
9.11
STARTING SYSTEM


START
SELECTION
ARRIEL 1
Training Notes
STARTING SYSTEM
Power supply of the helicopter "ON"
Stop
- Valves closed, metering needle closed by the cam.
- After stabilisation pull the control lever to the "stop" position:

the main valve closes. Note the run-down time.
Booster pumps switched on
Dry crank
- Purge of the fuel system with a return to the tank.
- Power supply switched on
Starting
- Press the dry crank push-button (max. 15 sec.):

power supply to the starter motor via the start
contactor.
- The control lever is moved to the "start" position:

slight opening of the main valve
- Pushing the start push button initiates the start by electrically
supplying:
the starter
the start injector electro-valve
the ignition system
- At 45% of N1 (self sustaining speed) it is necessary to release
the start push button to cut the supply to the start relay and
accessories.
Note: During the start it is necessary to control the acceleration
of the engine, with the control lever, and to observe the
N1 speed and T4 temperature.

Edition: April 2012
9.12
STARTING SYSTEM


OPERATION (2)
ARRIEL 1
Training Notes


OPERATION (2)
STARTING SYSTEM
Edition: April 2012
9.13
STARTING SYSTEM
ARRIEL 1
Training Notes
STARTING SYSTEM- 1ST LINE

MAINTENANCE

flight safety.


- Pre-flight

- Post-flight


objectives.

Edition: April 2012
9.14
STARTING SYSTEM


ARRIEL 1
Training Notes


- High-energy units
Chap. 74
- Ignition cables
Chap. 72
- Ignition plugs
Chap. 72
- High-energy ignition units

Test
Chap. 72
- Starting system
Operational check
Chap. 72
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
9.15
STARTING SYSTEM
ARRIEL 1
Training Notes
STARTING SYSTEM- 1ST LINE

MAINTENANCE


Edition: April 2012
9.16
STARTING SYSTEM
ARRIEL 1
Training Notes


- Gas generator module

Removal / installation (post TU271A)
Ignition plugs: test
Starting system: operational check
- Accessory gearbox starter-generator adapter
Sealing ring: removal / installation
- High energy (H.E.) ignition units
72-43-00
72-43-00
72-43-00
74-61-00
74-11-00
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
9.17
STARTING SYSTEM


Training Notes
ARRIEL 1
- Electrical system presentation............................................................ 10.2

- Power turbine overspeed protection system (80-10-01)................... 10.4
- Electrical harnesses............................................................................. 10.16
- Electrical system - 1st line maintenance............................................ 10.18 - 10.21
Edition: April 2012
10.1
ELECTRICAL SYSTEM


10 - ELECTRICAL SYSTEM
ARRIEL 1
Training Notes
Function
Main components
The system contributes to the various indicating and control

functions of the engine:
- Engine electrical components (indicating components and

sensors)
- Indicating
- Control and indicating components (aircraft)
- Fuel control
- Electrical harnesses.
- Safety systems
- Power supply: 28 VDC from aircraft electrical system

Edition: April 2012
10.2
ELECTRICAL SYSTEM


ELECTRICAL SYSTEM PRESENTATION
Training Notes


ARRIEL 1
ELECTRICAL
HARNESSES
Power supply:
28 VDC from aircraft
ACCESSORIES
AND SENSORS
ELECTRICAL SYSTEM PRESENTATION

Edition: April 2012
10.3
ELECTRICAL SYSTEM
ARRIEL 1
Training Notes
POWER TURBINE OVERSPEED

PROTECTION SYSTEM
Description
The speed sensor is mounted facing two phonic wheels with
a different number of teeth, mounted on the turbine shaft. It is
connected to the tachometer box (in the aircraft).
Function
The safety system causes the immediate shut-down of the
engine in the event of power turbine overspeed.
The tachometer box electrically supplies the overspeed electrovalve on the overspeed and drain valve.
The system (mainly designed to protect against shearing of

the power shaft) requires a very quick response and a high
reliability.
Operation
This protection system is only installed on twin-engine

configurations.
In the event of an overspeed, when the tachometer box receives

two frequency signals, it energises the overspeed electro-valve
to move to drain position causing the engine shut-down.
Position
All the components are installed on the engine except the
tachometer box which is mounted on the aircraft.
Overspeed setting: 120% N2
- Automatic test:
for each start
during periodic inspection.

Edition: April 2012
10.4
ELECTRICAL SYSTEM


GENERAL
Training Notes
ARRIEL 1
Automatic test:
for each start
during priodic inspection
SPEED
SENSOR
PHONIC
WHEELS
TACHOMETER
BOX
OVERSPEED
ELECTRO-VALVE
This
protection system is
only installed on
twin-engine
configurations
OVERSPEED
ELECTRO-VALVE
SPEED
SENSOR
TACHOMETER
BOX
GENERAL
POWER TURBINE OVERSPEED PROTECTION SYSTEM

Edition: April 2012
10.5
ELECTRICAL SYSTEM


Overspeed setting:
120% N2
ARRIEL 1
Training Notes
POWER TURBINE OVERSPEED SENSOR
Description
Function
The sensor is fitted facing the phonic wheels, it includes two

electro-magnetic pick-ups.
The power turbine overspeed sensor monitors N2 and transmits

the signal to the tachometer box (twin-engine versions).
The sensor is secured by a hollow bolt and is fitted with a

locating pin to ensure the correct orientation.
Position
Operation
Screwed into the bottom of module 4 casing.
The passage of the teeth in front of the electro-magnetic sensor

induces two alternating currents having a frequency proportional
to the speed and to the number of teeth:
- Double pick-up
- Type: Electro-magnetic.
nd x N
F =

60
(nd = number of teeth, N = rotation speed in rpm, F=Frequency)
As the phonic wheels don't have the same number of teeth,
the double sensor gives two different frenquencies proportional
to the speed.

Edition: April 2012
10.6
ELECTRICAL SYSTEM



PROTECTION SYSTEM
Training Notes
ARRIEL 1
TO THE TACHOMETER BOX
Type:
Electro-magnetic
F = nd x N
60
SENSOR
PHONIC WHEEL
PHONIC WHEELS
SENSOR
LOCATING
DOWEL
HOLLOW
BOLT
TACHOMETER
BOX
ELECTRO-MAGNETIC
PICK-UP
PHONIC
WHEEL
POWER TURBINE OVERSPEED SENSOR

Edition: April 2012
10.7
ELECTRICAL SYSTEM


Double pick-up
ARRIEL 1
Training Notes

PROTECTION SYSTEM
Description
The tachometer box is mounted in the aircraft, it is connected
to the overspeed sensor by an electrical harness.
Function
To supply the overspeed electro-valve in case of an overspeed
detection and to control the operation of the bleed valve
(according to version).
Position
It includes two frequency detectors, a V relay, a bistable relay

S and S', a rearming and a test push-button.
A cross monitoring system between the two overspeed boxes
inhibits the overspeed system of the other engine in case of
overspeed.
- In the aircraft
- Electronic box
- Automatic test
- Periodic test.

Edition: April 2012
10.8
ELECTRICAL SYSTEM


TACHOMETER BOX - GENERAL - DESCRIPTION
Training Notes
ARRIEL 1
TEST
OSCILLATOR
REARMING
PUSH-BUTTON
ELECTRICAL
CONNECTOR
120%
N2
120%
N2
OVERSPEED ELECTRO-VALVE
TEST
SELECTOR
ENGINE
SHUT-DOWN
INHIBITION OF THE STARTING

INHIBITION OF THE OTHER ENGINE
SYSTEM
25%
S'
TEST
REARMING
OVERSPEED
CONNECTOR
ELECTRICAL CONNECTOR
FOR THE COMPRESSOR
BLEED VALVE CONTROL
25%
EVENTUAL INHIBITION OF THIS SYSTEM
TACHOMETER BOX - GENERAL - DESCRIPTION

Edition: April 2012
10.9
ELECTRICAL SYSTEM


TEST
PUSH-BUTTON
ARRIEL 1
Training Notes

PROTECTION SYSTEM

TACHOMETER BOX - OPERATION (1)
Power on
At power on, the sensors give the F1 and F2 frequencies to
frequency detectors which supply the light through the mutual
monitoring system (up 25% of N2).
Rearming is possible.
Overspeed condition
In the event of N2 overspeed (N2 approx. 120%) the two signals
of N2 (F1 and F2) are supplied to the two frequency detectors
which complete the circuit through relay V.
Relay V closes its contacts:
supplying relay S
breaking the circuit of the other engine.
The contacts of relay S
open the other engine's overspeed circuit
supply the overspeed solenoid
open the start circuit
open the overspeed light circuit.

Edition: April 2012
10.10
ELECTRICAL SYSTEM
Training Notes
ARRIEL 1
TEST
POWER ON
- The light turns on (up to
25% of N2)
- Rearming (if necessary)
N2
120%
N2
OVERSPEED
- Supply of the
mono-stable relay V
- Supply of the bistable
relay S
- Supply of the overspeed
electro-valve
- Inhibition the other
engine system
- Inhibition of the starting
120%
ENGINE
SHUT-DOWN

SYSTEM
25%
S'
REARMING
25%

POWER ON
OVERSPEED

Edition: April 2012
10.11
ELECTRICAL SYSTEM


OSCILLATOR
ARRIEL 1
Training Notes

PROTECTION SYSTEM

Automatic monitoring (all versions except

1E and 1S)
The condition of the pick-up signals is checked at each start
with the light turning-off above 25% N2.
Periodic test
Engine stopped, operation of the push button simulates an
overspeed:
the light goes off
the electro-valve is supplied
the start system is inhibited
After this test it is necessary to rearm the system.
Rearming
When the rearm push button is pressed the relay S' is supplied
and the relay returns to the normal position.

Edition: April 2012
10.12
ELECTRICAL SYSTEM
Training Notes
ARRIEL 1
TEST
OSCILLATOR
- Supply of the oscillator

120% *
- Oscillator inhibited for
N2 > 25%
AUTOMATIC MONITORING
ALL VERSIONS EXCEPT
1E AND 1S: WHATEVER N1
120%
N2
120%
N2
N2 (x)
N2 (y)
OK
OK
Light off
OK
Light on
OK
Light on
Light on
ENGINE
SHUT-DOWN

SYSTEM
25%
S'
REARMING
OVERSPEED MANUAL TEST
25%


Edition: April 2012
10.13
ELECTRICAL SYSTEM


OVERSPEED
MANUAL TEST
ARRIEL 1
Training Notes

PROTECTION SYSTEM

Automatic monitoring (1E, 1S versions)

This protection doesn't exist on all boxes.
- Above 25% N2 and below 83% N1: the loss of one N2 speed
signal is indicated by the light staying "on".
- Above 25% N2 and 83% N1:
the loss of one N2 speed signal is also indicated by the
light staying "on"
the loss of two N2 speed signals causes the engine to
be shut down by the overspeed system.
- Above 25% N2.
the loss of the N1 speed signal or any defect of the
protection stage is indicated by the flashing of the light.
Note: In all cases of engine shut down by overspeed, starting
is not possible.

Edition: April 2012
10.14
ELECTRICAL SYSTEM
Training Notes
TEST
1S, 1E VERSIONS:
N1 < 83%
N2 (x)
N2 (y)
OK
OK
Light off
OK
Light on
OK
Light on
Light on
OSCILLATOR
120%
N2
120%
N2
N1 > 83%
ENGINE
N2 (x)
N2 (y)
OK
OK
Light off
OK
Light on
OK
Light on
Engine shut-down
N2 > 25%
SHUT-DOWN

SYSTEM
25%
S'
REARMING
1S, 1E
VERSION
25%
N1
OK
0
Light off
83%
N1
Light flashing
1E, 1S VERSION MONITORING

Edition: April 2012
10.15
ELECTRICAL SYSTEM


ARRIEL 1
ARRIEL 1
Training Notes
ELECTRICAL HARNESSES
Harnesses link the engine accessories to the aircraft.


Function
Description and operation

All engine versions have a multi-pin plug for the engine/aircraft
interface and a second electrical plug for the pyrometric system
(except on ARRIEL 1S1: only one electrical plug for the two
harnesses).
On the twin-engine version: a harness for the speed detection
to stop the engine in case of overspeed.
Note: The starter-generator cables must also be mentioned.

Edition: April 2012
10.16
ELECTRICAL SYSTEM
Training Notes
SPEED DETECTION
HARNESS FOR THE
OVERSPEED SYSTEM
(twin-engine version)
PYROMETRIC
HARNESS
ACCESSORY
HARNESS
ARRIEL 1S1: only one connector
ELECTRICAL HARNESSES


ARRIEL 1
Edition: April 2012
10.17
ELECTRICAL SYSTEM
ARRIEL 1
Training Notes
ELECTRICAL SYSTEM- 1ST LINE

MAINTENANCE

flight safety.


- Pre-flight

- Post-flight


objectives.

Edition: April 2012
10.18
ELECTRICAL SYSTEM


Training Notes
ARRIEL 1
- Check locking of the connectors

- Control harness
Visual inspection
Chap. 71
- Free turbine: overspeed protection system

Test
Chap. 77
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
10.19
ELECTRICAL SYSTEM


ARRIEL 1
Training Notes
ELECTRICAL SYSTEM- 1ST LINE

MAINTENANCE


Edition: April 2012
10.20
ELECTRICAL SYSTEM
ARRIEL 1
Training Notes


- Overspeed sensor
Test
- Tachometer and cycle counter
Test No. 1: FT overspeed protection
and monitoring system
Test No. 2: FT monitoring system
Test No. 3: cycle counting function
Chap. 77
Chap. 77
Chap. 74
Chap. 74
Chap. 74
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

Edition: April 2012
10.21
ELECTRICAL SYSTEM


Training Notes
ARRIEL 1
- Engine compartment............................................................................ 11.2

- Engine mounting and lifting (71-20-01)............................................... 11.4
- Air intake and exhaust system............................................................ 11.6
- Engine/airframe system interfaces..................................................... 11.8
- Drains - Air vents.................................................................................. 11.16
- Power drive (72-11-02).......................................................................... 11.18
- Fire protection (26-12-00)..................................................................... 11.20
- Engine installation - 1st line maintenance......................................... 11.22 - 11.25
Edition: April 2012
11.1
ENGINE INSTALLATION


11 - ENGINE INSTALLATION
ARRIEL 1
Training Notes
Function
Description
The engine compartment accommodates the engines and

ensures their ventilation.
A typical twin-engine installation includes the following

components:
Position
- At the rear of the helicopter main gearbox.
- Insulated compartments
- Compartment ventilation by air circulation.
Main components
- Firewalls
- Cowlings
- Support platform.
- Two areas separated by a central firewall:

Right engine area
Left engine area
- Three main firewalls:
Front firewall
Rear firewall
Central firewall.
- The main engine mountings
- Two main cowlings:
The air inlet cowling which permits access to the air
intake
The engine cowling which permits access to the engine
and to the exhaust system.
The compartment ventilation is ensured by air circulation in order
to maintain an acceptable temperature in the various areas.
The ventilation can be increased by the compressor bleed valve
air discharging into the engine compartment.

Edition: April 2012
11.2
ENGINE INSTALLATION


ENGINE COMPARTMENT
Training Notes
ARRIEL 1

ENGINE
SUPPORT
PLATFORM
FRONT
FIREWALL
ENGINE
MOUNTING
AIR INLET
COWLING
MAIN
GEARBOX
EXAMPLE OF SINGLE ENGINE

INSTALLATION
REAR
FIREWALL
ENGINE
COWLING
EXAMPLE OF TWIN-ENGINE
INSTALLATION
ENGINE COMPARTMENT
CENTRAL
FIREWALL
Edition: April 2012
11.3
ENGINE INSTALLATION

- Insulated compartments
- Compartment ventilation
by air circulation
ARRIEL 1
Training Notes
ENGINE MOUNTING
ENGINE LIFTING
Function
Function
The engine mountings attach the engine to the airframe.
The lifting rings are used to lift the engine.
Description
- Front mounting: at the front lower part of the accessory
gearbox casing,
Description
- 3 lifting rings: 2 at the front and 1 at the rear.
- Rear mounting: at the front lower part of the reduction gearbox

casing, or on the protection tube (according to version).
Engine removal and installation
Turbomeca supplies an engine lifting beam which attaches to

the lifting rings on the engine.
The front and rear engine mountings differ according to the

engine variant concerned.
- All variants except E-K-S:
Front mounting - ring of bolts on the front support casing
front flange
Rear mounting - a cradle under the protection tube,
secured by two clamps
This allows the engine to be removed from and installed in the

airframe.
The removal/installation procedure is described in the Airframe
Maintenance Manual and must only be carried out in accordance
with this procedure and using the appropriate tooling.
- Variants E-K-S:
Front mounting - yoke bolted to the front face of the
accessory gearbox, supported on two trunnion mounts,
Rear mounting - a rod connects to the bracket on the
bottom of module M05.
- Variant E:
Front mounting: 2 lateral supports fitted on the accessory
gearbox

Edition: April 2012
11.4
ENGINE INSTALLATION


ENGINE MOUNTING AND LIFTING
Training Notes
ARRIEL 1
MOUNTING BY
CLAMPS ON THE
PROTECTION TUBE
ENGINE LIFTING
BEAM
ALL VARIANTS EXCEPT E-K-S
ALL VARIANTS EXCEPT E-K-S
REAR LIFTING
RING
FRONT LIFTING
RINGS
MOUNTING BY TWO
ATTACHMENT
POINTS ON THE
AIRFRAME
VARIANTS E-K-S
REAR
MOUNTING
VARIANT E
ENGINE MOUNTING AND LIFTING

Edition: April 2012
VARIANTS E-K-S
11.5
ENGINE INSTALLATION


MOUNTING BY THE
FRONT SUPPORT
CASING FRONT FLANGE
ARRIEL 1
Training Notes
Air intake
Exhaust system
Function
Function
The air intake system directs the ambient air into the engine.
The exhaust system discharges the exhaust gas overboard.
Position
Position
- In front of the engine.
- At the rear of the engine.
- Type: Static or dynamic, annular
- Type: divergent
- Airflow: 2.5 kg/sec. (5.5 lb/sec.).
- Gas temperature: 600C (1080F).
Main components
Main components
- Helicopter air intake
- Engine exhaust pipe
- Intake duct
- Exhaust extension.
- Anti-icing system.
The exhaust expels the gases directly but it can be adapted to

the aircraft by means of an extension. The engine compartment
ventilation can be accelerated by venturi effect between the
engine exhaust pipe and the aircraft duct.
A circular flange on the compressor casing permits connection

of the aircraft air intake duct. The admission of air can be made
through a static or a dynamic intake which can be provided with
protection devices (filters, anti-icing...). A pressurised seal can
also be fitted to improve the connection sealing. Some versions
are provided with a device for compressor washing.
Edition: April 2012
11.6
ENGINE INSTALLATION


AIR INTAKE AND EXHAUST SYSTEM
Training Notes
AIR INTAKE
Type:
Static or dynamic, annular
EXHAUST SYSTEM
Type:
Divergent
Airflow:
2,5 kg/sec. (5.5 lb/sec.)
Gas temperature:
600C (1080F)
AIR
DUCT
ANTI-ICING
EXHAUST
PIPE
SEAL
FILTER
VENTURI TO ACCELERATE
THE COMPARTMENT
VENTILATION
UNION FOR
COMPRESSOR WASHING
AIR INTAKE AND EXHAUST SYSTEM

EXTENSION
Edition: April 2012
11.7
ENGINE INSTALLATION


ARRIEL 1
ARRIEL 1
Training Notes
ENGINE/AIRFRAME SYSTEM INTERFACES

For each engine, the oil system has three interfaces as
follows:


OIL SYSTEM
- Oil return line to the aircraft oil cooler

- Oil supply line to the oil pump pack
- The vent line: from the oil tank to the accessory gearbox and
to the exhaust.

Edition: April 2012
11.8
ENGINE INSTALLATION
Training Notes
ARRIEL 1
AIRCRAFT
BREATHING

OIL
SUPPLY
ENGINE
OIL RETURN
TO THE COOLER
OIL SYSTEM

Edition: April 2012
11.9
ENGINE INSTALLATION
ARRIEL 1
Training Notes
AIRCRAFT LOW PRESSURE FUEL SYSTEM
Function
The interface comprises the union on the FCU and return to tank
union. The aircraft system may include various devices: vent,
level indication, filler neck, booster pump, pressure indicator,
flowmeter. The booster pump will prime the engine system and
prevent cavitation of the pump.
The system supplies the engine with fuel under determined

conditions of pressure, flow, temperature and filtering.
- Filtering 10 microns.
Main components
The filtering unit, normally fitted with a pre-blockage indicator

and a by-pass valve is in the line before the shut-off valve which
is used to isolate the engine compartment from the aircraft
system.
- Fuel tank
- Booster pump (except 1S)
Note: In the 1E, 1S versions, the fuel inlet union is located on

the LP fuel system, located under the engine.
- Filter assembly
- Fuel shut-off valve
- Fuel inlet union
- Return to tank union.

Edition: April 2012
11.10
ENGINE INSTALLATION


Training Notes
TO HP PUMP
(FCU)
FUEL INLET
UNION
FUEL SHUT-OFF
VALVE
RETURN TO
TANK UNION
FUEL SUCTION
FROM TANK
FILTER UNIT
(filtering 10 microns)
FUEL
TANK
1E, 1S VERSIONS
BOOSTER
PUMP
(except 1S)
AIRCRAFT LOW PRESSURE FUEL SYSTEM

Edition: April 2012
11.11
ENGINE INSTALLATION


ARRIEL 1
ARRIEL 1
Training Notes

Function
To allow the control of the fuel valves and of the anticipator.
Position
The engine control lever and the collective pitch lever are in the
cockpit and are mechanically connected to the FCU.
- Engine control lever (lever actuating 2 valves and a cam

in the fuel control unit: see chapter "FUEL SYSTEM" and
aircraft manuals for the mechanical linkage).
- Anticipator control (linkage with the helicopter collective pitch:
see operation of the anticipator in the chapter "CONTROL
SYSTEM" and details of the mechanical connection in the
aircraft manuals).
Main components
- Control lever
- Collective pitch lever
- Fuel control unit.

Edition: April 2012
11.12
ENGINE INSTALLATION


MANUAL CONTROLS
Training Notes


ARRIEL 1
FUEL VALVE
CONTROL
CONTROL LEVER
ANTICIPATOR
CONTROL
COLLECTIVE
PITCH LEVER
MANUAL CONTROLS

Edition: April 2012
11.13
ENGINE INSTALLATION
ARRIEL 1
Training Notes

Possible uses of the air
Function
- Cabin heating
The system provides warm compressed air to the aircraft for

the aircraft services.
- Pressurised seal
Position
- Particle separator...
One tapping boss on each side of the centrifugal compressor

casing.
Main components
- Air intake anti-icing
Note: Refer to aircraft manuals for detailed description of these

systems.
Air tapping points (x 2).
Aircraft pipes can be connected to the two tapping points to
supply a given flow of P2 air. The flow is limited by restrictors
but any air bleed affects engine performance.

Edition: April 2012
11.14
ENGINE INSTALLATION


AIR SYSTEM
Training Notes
ARRIEL 1
P2 TAPPING


P2
AIR SYSTEM

Edition: April 2012
11.15
ENGINE INSTALLATION
ARRIEL 1
Training Notes
Function
Description
To drain fluids from certain engine components.
A drain collector is fitted on a bracket at the bottom of the

accessory gearbox casing and is connected by a flexible pipe
to an aircraft drain.
Position
- Various pipelines on the engine connected to the aircraft
drain system.
Four drain tubes are connected to the drain collector, the output
casing drain, the pump drive drain, the combustion chamber
drain and the overspeed and drain valve.
The gas generator rear bearing vent pipe vents into the engine
compartment.
- Stainless steel tubes.
Main components
- Combustion chamber drain valve
- General vent
- F.C.U. drive drain
The engine breather comprises a T union on the upper right

side of the accessory gearbox. Connected to the front of this
union is the oil tank breather and to the rear, the pipe which
discharges into the exhaust.
The rear bearing supply collector has a drain into the engine
compartment.
The exhaust pipe drain connects into a pipe which is connected
to an aircraft overboard drain.
- Exhaust pipe drain

- Output shaft casing drain
- Air vent of the gas generator rear bearing
- Rear bearing collector drain.

Edition: April 2012
11.16
ENGINE INSTALLATION


DRAINS - AIR VENTS
Training Notes
COMBUSTION CHAMBER
DRAIN VALVE
GAS GENERATOR
REAR BEARING
AIR VENT
GENERAL
VENT
REAR BEARING
COLLECTOR DRAIN
OVERSPEED AND
DRAIN VALVE
FCU DRIVE
DRAIN
OUTPUT SHAFT
CASING DRAIN
TO FUEL
TANK
TO AIRCRAFT
EXHAUST PIPE
DRAIN
OVERSPEED AND
DRAIN VALVE
(post TU262)
DRAINS - AIR VENTS

Edition: April 2012
11.17
ENGINE INSTALLATION


ARRIEL 1
ARRIEL 1
Training Notes
Function
The power drive transmits the engine power to the helicopter

transmission system.
The engine drive shaft consists of a steel tube, fitted with the
following elements at each end:
The link is made by a transmission shaft designed to absorb

the engine torque and slight misalignements (supply by aircraft
manufacturer or TURBOMECA according to version)
- A triangular flange connected to the MGB input flange with

a flexible coupling
Position
The flexible couplings are installed between the flanges. They

transmit torque, absorb shock and vibration and allow slight
misalignment.
- Between the engine and the helicopter main gearbox.
- Shaft designed to absorb the engine torque and slight
misalignments
- Rotation speed: 6000 rpm at 100%.
- A splined flange, connected to an adaptor flange which is

connected to the engine drive shaft flange with a flector.
Note: In single engine versions, the free wheel unit drives the
main gearbox and the tail rotor shaft drive.
Main components
The main components are:
The engine drive shaft flange
The flector (engine end)
The adapting flange
The drive shaft
The flexible coupling (MGB end)
The main gearbox input flange.

Edition: April 2012
11.18
ENGINE INSTALLATION


POWER DRIVE
Training Notes
ARRIEL 1
ENGINE
DRIVE-FLANGE
DRIVE
SHAFT
1S VERSION
Shaft designed to
absorb the engine
torque and slight
misalignments
Rotation speed:
6000 rpm at 100%
SPLINES
ADAPTOR FLANGE
(splined)
FLEXIBLE
COUPLING
MAIN GEARBOX
INPUT FLANGE
1E VERSION
POWER DRIVE
Edition: April 2012
11.19
ENGINE INSTALLATION


FLECTOR
ARRIEL 1
Training Notes
FIRE PROTECTION
Fire detectors
Function
The fire detection system detects overtemperature in the engine
compartment and gives a cockpit indication. An extinguishing
system is installed in the aircraft.
- Engine manufacturer's supply (except 1S)
Bi-metallic detectors,
Some detectors have a built-in resistor in parallel which permits

the discrimination of circuit conditions (all versions except 1A,
1B, 1E and 1S): normal, overtemp, harness failed.
In the case of detectors with normally closed contact, the
detectors are installed in series and have a setting which
corresponds to the engine area of location ("cold" area or "hot"
area) and thus they are not interchangeable.
- Aircraft manufacturer's supply

Optical detectors (1S only)
Indicating system
Extinguishing system.
Extinguishing system (only on twin engine

aircraft)
Description
- Engine: six detectors (except: 1E: one detector, 1S: no
detector) and the harness (fire proof cables),
- Aircraft: two detectors (1S only), extinguishing system and
a test system.

The detection is ensured by non sealed detectors with normally

closed contact (all versions except 1E and 1S) or one sealed
detector with normally open contact (1E) or by means of an
aircraft mounted optical device (1S).
The fire extinguishing system includes an extinguisher bottle and

spraying jets. The extinguishing system can be operated from
the cockpit (system supplied by the aircraft manufacturer).
Note: Refer to the aircraft manual for more information on the
extinguishing system.
Edition: April 2012
11.20
ENGINE INSTALLATION


Fire detection
Training Notes
ARRIEL 1
1E
(1 detector)
NON SEALED DETECTOR

(all versions except 1E and 1S)
1S (2 detectors on aircraft)
SEALED DETECTOR
(1E and after TU 294)
POSITION OF DETECTORS
Area 1 (cold)
+
Alarm
Area 2 (hot)
Detection
Engine manufacturers
supply (except 1S):
Bi-metallic detectors
Aircraft manufacturers
supply:
Optical dtectors (1S only)
Indicating system
Extinguishing system
logic
+
Test button
EXTINGUISHING SYSTEM
(bottle, manifold... )
(only on twin engine helicopters)
+
Extinguishing
button
Aircraft
Engine
PRINCIPLE OF FIRE PROTECTION SYSTEM
FIRE PROTECTION
Edition: April 2012
11.21
ENGINE INSTALLATION


All versions except 1E and 1S (6 detectors)
ARRIEL 1
Training Notes
ENGINE INSTALLATION- 1ST LINE

MAINTENANCE

flight safety.


- Pre-flight

- Post-flight


objectives.

Edition: April 2012
11.22
ENGINE INSTALLATION


Training Notes
ARRIEL 1

- Make sure there are no foreign objects (air intake,
exhaust system)
- Fire detection system

Inspection
Chap. 26
- Fire detector
Visual inspection
Chap. 26
RECOMMENDED MAINTENANCE TASKS

- Removed fire detector
Inspection
Chap. 26
Before
carrying out any
Letters.
ENGINE INSTALLATION - 1ST LINE MAINTENANCE

Edition: April 2012
11.23
ENGINE INSTALLATION


ARRIEL 1
Training Notes
ENGINE INSTALLATION- 1ST LINE

MAINTENANCE


Edition: April 2012
11.24
ENGINE INSTALLATION
Training Notes
ARRIEL 1


- Fire detection
Inspection / Check
- Fire detectors and support
- Vibration
- Control and monitoring harness
- Control and monitoring harness - Fire
detectors
- Drain system - pipes and unions
Chap. 26
Chap. 26
Chap. 71
Chap. 71
Chap. 71
Chap. 71
Before
carrying out any
Letters.
ENGINE INSTALLATION - 1ST LINE MAINTENANCE

Edition: April 2012
11.25
ENGINE INSTALLATION


ARRIEL 1
Training Notes
- General ................................................................................................... 12.2

- Troubleshooting .................................................................................... 12.4
- Conclusion ............................................................................................ 12.10 - 12.11

Edition: April 2012
12.1
TROUBLESHOOTING


12 - TROUBLESHOOTING
ARRIEL 1
Training Notes
Introduction
Repair procedure
Troubleshooting is a very important aspect of maintenance.
The repair procedure should be guided by two main

considerations:
It allows the probable cause(s) of a failure to be identified.

Efficient diagnosis reduces the extra maintenance costs due to
unjustified removals and additional diagnosis time.
In fact, even with a very high-reliability product, failure is inevitable
and required actions should be taken efficiently.
- Minimum downtime
- Justified removal of components.
The procedure to be applied depends on the case concerned
but, in general, good knowledge of the product and methodical
research allows a safe diagnosis and quick corrective action.
Generally, the procedure includes the identification of the failure,
its analysis, the isolation of the non-conforming component, and
the choice of the repair to be applied.

Edition: April 2012
12.2
TROUBLESHOOTING


GENERAL
Training Notes
Inevitable
Random
Failure
(single, double,
dormant)
Troubleshooting/
repair
- Diagnosis
- Remedy
- Repair
- Check
MTTR
(Mean Time To Repair)
- Appropriate means and

procedures
- Training of personnel
Symptoms (additional information, etc.)

Do not neglect any components and take
interactions into consideration.
Analysis of the anomaly
Isolation of the non-conforming component
Or other
perception
Additional
checks
Total time required for

troubleshooting / repair
Substitution
Remedy
(adjustment, replacement, cleaning, repair)
GENERAL
Deduction
Edition: April 2012
12.3
TROUBLESHOOTING


ARRIEL 1
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
On selection of start, N1 increase, but no increase in T4
The ignition
system operates
(noise of HE components)
Yes
No
Note: Refer to the test

procedure in order
to discriminate
Possible start on
1 injector +
1 igniter plug if
on the same side
Note:
Yes


ARRIEL 1
It is also possible to check the

fuel flow through the combustion
chamber drain valve.
Fuel flow
No
STARTING ANOMALIES (1)
TROUBLESHOOTING

Edition: April 2012
12.4
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
T4
approx. 200C
Abnormal T4 rise
T4 > 200C
but not sufficient


ARRIEL 1
T4
too high
Increase due to the

injectors, but the
main system is not
supplied
Note: In all cases, check the electrical supply

(battery voltage).
STARTING ANOMALIES (2)
TROUBLESHOOTING

Edition: April 2012
12.5
TROUBLESHOOTING
Training Notes
Crank selection
(press and hold)
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
Note: 15 sec. max. to avoid starter

overheat

ARRIEL 1
N1 indication
No
Yes
The starter turns
Yes
No
The gas generator

is driven
Yes
Starting is
possible
No
Yes
"Normal"
crank
No
ANOMALIES DURING CRANKING
TROUBLESHOOTING

Edition: April 2012
12.6
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
Abnormal oil pressure indication
Low pressure
Yes
No pressure
Low oil
pressure light
illuminated?
Variation


ARRIEL 1
High pressure
No
LUBRICATION ANOMALIES
TROUBLESHOOTING

Edition: April 2012
12.7
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
Uncommanded shut-down
Operation
of the power turbine
overspeed safety
system
Yes
Yes
Actual overspeed
N2, N1, TRQ, T4, oil pressure decrease


ARRIEL 1
No
No
Doubt
Note: Unlikely
Note: In a twin engine configuration, the engine which remains in

operation supplies the required power within its limits.
ANOMALIES LEADING TO IN-FLIGHT SHUT-DOWN
TROUBLESHOOTING

Edition: April 2012
12.8
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06


ARRIEL 1
Abnormal gas generator rotation speed N1
Uncommanded
acceleration
Overspeed
Uncommanded
deceleration
Incorrect
response time
Fluctuations
Note: If one engine remains at a

fixed speed, while the second
engine operates normally, this
indicates a major failure
("frozen" metering unit)
MISCELLANEOUS CASES
TROUBLESHOOTING
Edition: April 2012
12.9
TROUBLESHOOTING
ARRIEL 1
Training Notes
Despite the high reliability of the product, failures remain

inevitable and happen at random. But their rate and effects
can be reduced if the "enemies" of the engine are taken into
consideration.


CONCLUSION
When the failure occurs, you have to be in a position to correct

it.
"Enemies" of the engine

The traditional adverse conditions for this type of engine are:
- Supply (oil, air, fuel, electricity):
Oil: not in conformity with spec., contamination
Air: sand, salt, pollutions
Fuel: not in conformity with spec., contaminations
Electricity: low voltage, connectors, interference
- Operation ("non respect" of instructions and procedures,
severe operating conditions)
- Maintenance ("non respect" of inspection frequencies, various
mistakes, wrong logistic).

Edition: April 2012
12.10
TROUBLESHOOTING
Training Notes
FUEL
ELECTRICITY
- Not in conformity with

specifications
- Water in fuel
- Sulphur + salt in the air =
sulphidation
- Too low voltage

during starting
- Interference
AIR
OPERATION
- Sand
- Salt
- Pollutions
- "Non respect" of instructions

and procedures
- Severe operating conditions
OIL
MAINTENANCE
- Not in conformity
with specifications
- Contaminations
- "Non respect" of inspection

frequencies
- Various mistakes
- Wrong logistic
CONCLUSION
Edition: April 2012
12.11
TROUBLESHOOTING


ARRIEL 1


ARRIEL 1
Training Notes
- Introduction........................................................................................... 13.2
- Questionnaire 1..................................................................................... 13.3
- Questionnaire 2..................................................................................... 13.6
- Questionnaire 3..................................................................................... 13.12
- Questionnaire 4...................................................................................... 13.15 - 13.28

Edition: April 2012
13.1
CHECKING OF KNOWLEDGE


13 - CHECKING OF KNOWLEDGE
ARRIEL 1
Training Notes
Method
Types of questionnaires
Continuous checking helps to ensure the information is

assimilated. It is more a method of work than a testing in the
traditional sense.
Several types of questionnaire can be employed during a

course:
Objectives of the questionnaires
- "Short answer" questionnaire
The questionnaires permit a progressive assimilation and long

term retention. The questionnaires are a subject for discussion
(effects of group dynamics). They also permit students to consider
important subjects several times under different aspects.
- Multi Choice Questionnaire (MCQ)
Integration into the training programme

- First hour every day for revision of the subjects previously
studied
- After each chapter (or module) of the course
- At the end of the training course.

- Traditional written questionnaire
- Oral questionnaire
- Learning Through Teaching(LTT; the student has to explain
a given subject).
Examination
The final examination at the end of the course consists of three
tests: written, oral and practical. A certificate and an approval
card are given to the student if the results are satisfactory.
Edition: April 2012
13.2


INTRODUCTION
ARRIEL 1
Training Notes
This traditional questionnaire is established according to the

same plan as the training notes in which the answers can be
found.
Power plant
1 - List the main functional components of the power plant.
2 - Explain the thermodynamic operation of the engine.
3 -
State the following features (at take-off, in standard
atmosphere):
Power on the shaft
Output shaft rotation speed
Mass of the engine with specific equipment.
4 - Explain the principle of engine adaptation to helicopter
power requirements.
Engine
1 - List the main components of the gas generator.
2 - State the following characteristics:
Compression ratio
Turbine entry temperature
N2 speed at 100%
N1 speed at 100%
3 - Describe the power turbine assembly.
4 - Describe the fuel injection system.
5 - List the engine driven accessories.
6 - List the bearings which support the gas generator.
7 - Describe the system used for bearing sealing.
5 - List the main operating ratings.
8 - Describe the modular construction of the engine.
6 -
How do temperature and altitude affect the engine
performance.
9 - Describe the engine air intake.
7 - List the main aspects of the maintenance concept.
10 -
List the manufacturing materials of the engine main
components.
8 - List the technical publications used for engine maintenance.

9 - Name the LRUs of the air system.
10 - Explain the attachment of each of the modules.

Edition: April 2012
13.3


QUESTIONNAIRE 1
ARRIEL 1
Training Notes
QUESTIONNAIRE 1 (continued)
Oil system
Control system
1 - List the main functions of the control system.
2 - Explain the general operation of the oil system.
2 - Explain the basic principle of the control system.
3 - Describe the oil filter assembly.
3 - Explain the operating principle of the speed control.
4 - State the location of strainers and magnetic plugs.
4 - Describe the purpose and operation of the anticipator

control.
Air system
1 - List the functions ensured by the internal air system
(secondary system).
5 - Explain the operation of the acceleration controller.
2 - List the function of the various air tappings.

3 - Why are the start injectors ventilated?
7 - Describe and explain the operation of the power turbine

overspeed system.
4 - Explain the purpose and the operation of the compressor

bleed valve.
8 - Describe the principle of load sharing in a twin engine

configuration.
Fuel system
Measurement and indicating systems
1 - What is the purpose of the Booster pump.
6 - What are the main sections of the FCU.
1 - Describe the power turbine speed indicating system.
2 - Describe the fuel pump.
2 - Explain the operating principle of the torquemeter system.
3 - Describe the fuel metering unit.
3 - Describe the gas temperature indicating system.
4 - What is the purpose of the constant P valve.

5 - Explain the principle of fuel injection (main and starting
injection).
6 - Explain the operation of the overspeed & drain valve.
7 - Describe the manual control system.

Edition: April 2012
13.4


1 - Draw a simplified diagram of the oil system.
ARRIEL 1
Training Notes
Starting system


1 - Describe the cranking function of the engine.

2 - Describe the ignition system (ignition unit and igniter
plugs).
3 - List the main phases of the starting cycle.
4 - Describe the starting control electrical system.
Electrical system
1 - List the engine electrical accessories.
2 - List the sensors (state the type of signal produced).
3 - Describe the electrical harnesses and connectors.
Engine installation
1 - Describe the attachment of the engine to the aircraft.
2 - Describe the engine power drive and the power
transmission.
3 - List the various engine / aircraft interfaces.
4 - Describe the fire protection system of the engine.

Edition: April 2012
13.5
Training Notes
ARRIEL 1
QUESTIONNAIRE 2
The student can answer orally or in the space provided for the
answers.
Questions
Answers
Answers
10 - Flight envelope - Max. altitude?

11 - Flight envelope Max. temperature?
12 - Start envelope - Max. altitude?
1 - ARRIEL 1 power class?
13 - Engine air flowat 100% N1?
2 - Power turbine rotation speed at

100%?
14 - Overall compression ratio?
3 - Type of main fuel injection?

4 - Number of engine modules?
5 - Number of power turbine stages?
6 - Meaning of AEO?
15 - Max. turbine entry temperature?

16 - Gas generator rotation speed at
100% N1?
17 - Direction of rotation of the gas
generator?
7 - Mass of the equipped engine?
18 - Direction of rotation of the power

turbine?
8 - Power evolution when altitude

increases?
19 - Manufacturing material for the axial

compressor?
9 - Torque evolution function of N2

rotation speed?
20 - What type of bearing is the axial

compressor bearing?



The following questions require short and accurate answers.
Questions
Edition: April 2012
13.6
Training Notes
ARRIEL 1
Questions
21 - How is the axial compressor mounted

on the gas generator module?
22 - Axial compressor compression ratio?
23 - Manufacturing material for the
centrifugal compressor wheel?
Answers
Questions
Answers
30 - Type of gas generator rear bearing?

31 - Type of power turbine front bearing?
32 - To which module does the power
turbine nozzle guide vane belong?
33 - Type of power turbine?
24 - Number of stages of the centrifugal

compressor diffuser?
34 - Does the exhaust pipe belong to one

module (yes or no)?
25 - Type of combustion chamber?
35 - Type of exhaust pipe attachment?

combustion chamber?
36 - Number of gears in the reduction

gearbox?
27 - Type of main fuel injection?
37 - Rotation speed of the intermediate gear

of the reduction gearbox?
28 - Pressure drop in the combustion

chamber?
29 - Number of stages of the gas generator
turbine?



38 - Number of driven accessories on the

accessory gearbox?
accessory gearbox casing?
Edition: April 2012
13.7
Training Notes
ARRIEL 1
Questions
Answers
Questions
Answers
40 - Is the oil pressureadjustable?
50 - Setting of the low oil pressure switch?
41 - Number of pumps in the oil pump

pack?
51 - Max. oil temperature?
42 - Type of oil pumps?

43 - What is the setting of the check valve
at the pressure pump outlet?
44 - Filtering ability of the oil filter?
45 - Setting of the oil filter by-pass valve?
46 - Which bearings are ball bearings?
47 - Type of seal for the gas generator rear
bearing sealing?
48 - Max. oil consumption?
49 - Type of oil pressure transmitter?



52 - Location of the centrifugal breather?

53 - Air tapping for the pressurisation of
the power turbine front bearing?
54 - Air pressure at the centrifugal
compressor outlet?
55 - Temperature at the centrifugal
compressor outlet?
56 - When does the start injector ventilation
begin?
57 - Max. air tapping flow?
58 - Type of compressor bleed valve?
59 - Position of the bleed valve during
starting?
Edition: April 2012
13.8
Training Notes
ARRIEL 1
Questions
Answers
Questions
Answers
60 - What are the bleed valve control

signals?
71 - How is the anticipator signal

transmitted?
61 - Where is the bleed valve fitted?
72 - Setting of the fuel pressurising valve?
62 - Type of fuel filter?

63 - Filtering ability of the fuel filter?
64 - Setting of the fuel filter by-pass
valve?
65 - Type of fuel pump?
66 - Position of the pump pressure relief
valve in normal engine running?
67 - Type of fuel metering device?
68 - Position of the constant P valve when
the engine is stopped?
73 - Fuel flow through the start injectors?

74 - Number of start injectors?
75 - Position of the combustion chamber
drain valve when the engine is
stopped?
76 - Type of fuel control system?
77 - Signals for the acceleration controller
78 - Average response time of the control
system
69 - Type of manual fuel flow control?
79 - Is the static droop compensated
70 - Type of valve for injector

ventilation?
80 - Position of the main valve with lever in

emergency plus



Edition: April 2012
13.9
Training Notes
ARRIEL 1
Questions
81 - Meaning of OEI?
82 - Type of N2 controller?
83 - Position of the auxiliary valve with
the lever in the emergency minus
range?
84 - Closing threshold of the reinjection
prohibition switch
85 - What keeps the metering needle
closed when the control lever is
closed?
86 - Position of the manual control lever in
normal engine running?
Answers
Questions
Answers
91 - Where is the oil pressure transmitter

located?


92
- H o w a r e t h e t h e r m o c o u p l e s
connected(parallel or series)?
93 - Location of the torquemeter?
94 - Type of torque transmitter?
95 - Type of signal output by the transmitter
sensor?
96 - Is the torque transmitter associated
with a particular module?
97 - Type of starter?
87 - Type of speed sensors?
98 - Type of ignition system?
88 - What is the average torque pressure at

100% torque ?
99 - Gas generator rotation speed at starter

cut-off?
89 - How does the low oil pressure switch

sense the pressure?
90 - Number of thermocouple probes?

Edition: April 2012
13.10
Training Notes
ARRIEL 1
Questions
100 - Number of igniter plugs?

101 - Max. duration of a ventilation?
102 - Is the ignition cable integral with the
igniter plug?
Answers
Questions
Answers

111 - Max. gas temperature during

starting?
112 - Low oil pressure switch setting?
113 - Min. electrical supply voltage before
starting?
103 - Number of electrical connectors?

114 - Meaning of LRU?
104 - Location of the tachometer box?
115 - Meaning of TBO?
105 - Type of seal on the power shaft?
106 - Type of connection engine/MGB?
107 - Number of engine drains?
116 - Is borescopic inspection of the

combustion chamber possible?
117 - Is there an adjustment of the
torquemeter?
108 - Engine operating envelope; min. and

max. altitude pressure?
109 - Max. starting altitude?
110 - Power turbine max. overspeed?

Edition: April 2012
13.11
ARRIEL 1
Training Notes
This multi-choice questionnaire is used to review, in a relatively

short time, certain important points and to test the acquired
knowledge.
Answers to the questions can be found at the end of the
questionnaire.
1 - The ARRIEL 1 engine is:
a) a free turbine turboshaft engine
b) a turbo-jet engine
c) a fixed turbine turboshaft engine.
2 - Section of passage of the compressor diffusers:
a) regular
b) divergent
c) convergent.
3 - Type of combustion chamber:
a) annular with centrifugal injection
b) annular, reverse flow
c) annular, indirect flow.
4 - The power turbine nozzle guide vane belongs to:
a) module M04
b) module M03
c) module M02
5 - Type of exhaust pipe attachment:
a) bolts
b) mounting pads
c) clamp.

6 - How many bearings support the gas generator:

a) 4
b) 2
c) 3


QUESTIONNAIRE 3
7 - The engine includes:

a) a hot section and a cold section
b) 5 modules
c) 4 modules.
8 - Type of oil system:
a) dry sump
b) constant pressure
c) lubrication by splashing.
9 - Setting of the oil filter pre-blockage indicator:
a) lower than the by-pass valve
b) higher than the by-pass valve
c) the same as the pump valve.
10 - The oil strainers are located:
a) at the outlet of the pumps
b) on the inlet of the scavenge pumps
c) at the inlet of the lubricated components.
11 - Is there a max. oil temperature:
a) yes, 60C
b) no
c) yes, 115C max.
Edition: April 2012
13.12
ARRIEL 1
Training Notes
12 -
T he air tapped at the centrifugal wheel outlet
pressurises:
a) some labyrinth seals
b) the tank
c) the pumps.
13 - Position of the bleed valve during flight?
a) open
b) closed
c) depends on conditions.
14 - Ventilation of start injectors:
a) does not exist
b) is made with air from the compressor
c) is made with atmospheric pressure air.
15 - The injection centrifugal wheel is drained:
a) permanently
b) to enable the ventilation cycle
c) during engine shut-down.
16 - The max. speed of the gas generator is:
a) limited by a hydraulic stop
b) limited by a mechanical stop
c) not limited by the Fuel Control Unit.

17 - The gap between the metering needle and the fork:

a) represents the instant flow step
b) varies with N1
c) provides a smoother acceleration.
18 - The fuel pump is:
a) vane type
b) gear type
c) centrifugal.
19 - The fuel system pressurising valve:
a) is electrically controlled
b) operates when overpressure occurs
c) gives priority to the start injectors.
20 - The starter is de-energised:
a) automatically
b) by air pressure
c) manually.
21 - The thermocouples are wired:
a) in series
b) in parallel
c) on the turbine casing.
Edition: April 2012
13.13


ARRIEL 1
Training Notes
22 - The torque indicating system:

a) is hydraulic
b) is not used
c) is of phase displacement type.
28 - HE ignition means:
a) Hot Electrode
b) High Energy
c) High Emission.
23 - Number of thermocouple probes:

a) 3
b) 4
c) 5.
29 - Borescopic inspection is used to check:

a) the external parts condition
b) the condition of internal parts which are not accessible
without removal
c) the reduction gearbox condition.
24 - Oil pump pressure relief valve setting?

a) 300 kPa
b) 600 kPa
c) 800 kPa.
30 - The reliability of the engine is:

a) good
b) fairly good
c) extremely good.
4-b
9-a
14 - b
19 - c
24 - c
29 - b
5-a
10 - b
15 - c
20 - c
25 - b
30 - abc?
Answers

3-a
8-a
13 - c
18 - c
23 - a
28 - b
27 - Starting is possible with one igniter:

a) yes
b) no
c) yes, in emergency.
2-b
7-b
12 - a
17 - a
22 - a
27 - a
26 - The starter is supplied via a:

a) contactor
b) micro switch
c) transistor.
1-a
6-c
11 - c
16 - a
21 - b
26 - a
25 - Bleed valve position is transmitted by:

a) a pressure switch
b) a micro switch
c) an RVDT.
Edition: April 2012
13.14


ARRIEL 1
Training Notes
This questionnaire is a sort of drill which is also used to test

and perfect the knowledge acquired.
2 - Name the reference stations:
1 - Complete this table (with values):

C
T1
T2
Max. Take-Off Power

CC
Compression ratio
Engine air flow
WF
N2 speed at 100%
N1 speed at 100%

0 - .....................................
3 - ....................................
1 - .....................................
4 - ....................................
2 - .....................................
5 - ....................................
Edition: April 2012
13.15


QUESTIONNAIRE 4
Training Notes
ARRIEL 1
1 - .........................................................
2 - .............................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................

Edition: April 2012
13.16


3 - Engine - List the components on the diagram:
Training Notes
ARRIEL 1
4 - Oil system - List the components:

AIRFRAME
ENGINE
1 - .........................................................
2 - .............................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................

Edition: April 2012
13.17


ARRIEL 1
Training Notes
P0
P1'


5 - Complete the following table:
P2
Injector ventilation
Acceleration control unit
Bleed valve control pressure
Injection wheel pressurisation
Axial compressor bearing pressurisation
Gas generator rear bearing cooling
Power turbine bearing chamber labyrinth pressurisation
Gas generator turbine disc cooling

Edition: April 2012
13.18
Training Notes
ARRIEL 1
6 - Complete the legend of the compressor field diagram:


COMPRESSION
RATIO P2 / P0
A
B
AIR FLOW G
A - .........................................................

B - .............................................................
Edition: April 2012
C - .......................................................
13.19
Training Notes
ARRIEL 1


7 - Fuel system - Complete the legend:
5
6
1 - .....................................
2 - .....................................
3 - .....................................
4 - ..............................
5 - .....................................
6 - .....................................
7 - .....................................
8 - ..............................

Edition: April 2012
13.20
Training Notes
ARRIEL 1


8 - Fuel system - List the components:

8
7
1
2
6
5
4
1 - .....................................
2 - .....................................
3 - .....................................
4 - ..............................
5 - .....................................
6 - .....................................
7 - .....................................
8 - ..............................

Edition: April 2012
13.21
ARRIEL 1
Training Notes
Engine stopped


9 - Fuel system - Complete the following table:
Engine in stabilised
flight
Fuel pump..................................................................
Pump pressure relief valve.........................................
Constant P valve .....................................................
Metering needle .........................................................
Start injector electro-valve..........................................
Overspeed electro-valve............................................
Pressurising valve......................................................
Main valve..................................................................
Combustion chamber drain valve...............................

Edition: April 2012
13.22
Training Notes
ARRIEL 1
10 - Control system - List the components:
1
2
P2
WF
5
+
N1
4
N1*
+
N2
+
N2*
1 - .........................................................
2 - .............................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................

Edition: April 2012
13.23


ARRIEL 1
Training Notes
Power turbine
speed N2
time
Load
TRQ
Fuel flow
WF
time
time
Gas generator
speed N1
time

Edition: April 2012
13.24


11 - Complete the following graphs during a load TRQ increase:
Training Notes
ARRIEL 1


12 - Drains - List the drains:
1 - .....................................
2 - .....................................
3 - .....................................
4 - ..............................
5 - .....................................
6 - .....................................
7 - .....................................
8 - ..............................

Edition: April 2012
13.25
ARRIEL 1
Training Notes


13 - Complete the following table:
Number of lifting points?
Type of fire detectors?
Number of drain points?
Air used for intake anti-icing?
Max. air tapping flow for aircraft use?
Loss of power due to aircraft tapping?

Edition: April 2012
13.26
ARRIEL 1
Training Notes
14 - Define of the following documents:


Maintenance manual(s)
Spare parts catalogue
Tools catalogue
Service bulletins
Service letters
Engine log book
Flight manual

Edition: April 2012
13.27
ARRIEL 1
Training Notes


15 - Trouble shooting. Indicate the probable cause(s) of the following faults.

1 - On start selection, N increases but not
the gas temperature.
2 - On start selection, N and T4 increase
but not sufficiently to obtain start.
3 - Surge of the compressor.
4 - Max. power not obtained.
5 - On stop selection, the engine does not
completely shut-down.
6 - Incorrect speed of the helicopter rotor.
7 - Power turbine overspeed.
8 - Drop of oil pressure.
9 - Abnormal T4 temperature.
10 - N1 overspeed.

Edition: April 2012
13.28
of these training notes and (maybe also) of the course

but not the END of your training
which must be continued,
harmonizing knowledge and experience.
THANK YOU for your kind attention.
Au revoir
Goodbye
Adis
Auf Wiedersehen
Adeus
Arrivederci
Farvel
To t z i e n s
Adj
Nkemiin
Antio
Ma salaam
Selamat jalan
Adishatz
Ikus Arte


END


Remarks (appreciations, criticisms, suggestions...) should be forwarded to:

TURBOMECA
CENTRE DINSTRUCTION
40220 TARNOS - FRANCE
REMARKS CONCERNING THE TRAINING AIDS
REMARKS CONCERNING THE TRAINING COURSE
Name.......................................................................................................................... .
Address..................................................................................................................... .
Course........................................................ from.........................to.......................... .
TURBOMECA Training Centre


REMARKS









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not updated after the course (refer to the FOREWORD page)

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

This document is intended to assist a TURBOMECA-qualified instructor in teaching

Edition: April 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

8 - Measurement and indicating

For training purposes only

Edition: April 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- General information.......................... 1.2

- Power plant....................................... 2.2

For training purposes only

Edition: April 2012

- Engine presentation.......................... 3.2

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Oil system presentation................... 4.2

For training purposes only

- Air system presentation................... 5.2

Edition: April 2012

- Fuel system presentation................. 6.2

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Control system presentation............. 7.2

8 - MEASUREMENT AND INDICATING

- Measurement and indicating

For training purposes only

- Starting system presentation............ 9.2

Edition: April 2012

- Electrical system presentation.......... 10.2

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Engine compartment......................... 11.2

OBSERVATIONS .......................... LAST PAGE

For training purposes only

Edition: April 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

For training purposes only

Edition: April 2012

For training purposes only

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Edition: April 2012

For training purposes only

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Edition: April 2012

1 kPa = 0.01 bar

Flow (air, oil, fuel)

Specific Fuel Consumption

For training purposes only

Edition: April 2012

British or American Systems

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and