V2500 LINE AND BASE MAINTENANCE

Heat Management System

CHAPTER 9

HEAT MANAGEMENT SYSTEM

ATA 73

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OBJECTIVES

1. Describe the purpose of the Heat Management System.

2. Locate system components.
3. Explain the Heat Management System engine operations.

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OVERVIEW

The Heat Management System is designed to provide adequate Depending on the configuration, cooling capacity may be varied by
cooling, maintain critical oil and fuel temperatures within specified control valves in the FDRV, as well as the Air Modulating Valve
limits, and minimize the requirement for fan air offtake usage by the (AMV) for the ACOC.
Air Cooled Oil Cooler (ACOC).
The EEC logic software determines the transfer between modes of
operation. The logic is generated around the limiting temperatures
The Heat Management System is composed of the following units:
of the fuel and oil within the system, along with the signal from the
• Air Cooled Oil Cooler ACOC aircraft that permits/inhibits fuel spill to aircraft tanks.

• Fuel Cooled Oil Cooler FCOC The Fuel Level Sensing Control Unit (FLSCU) is an aircraft
computer that receives information from fuel level sensors and
• Integrated Drive Generator IDG temperature sensors located inside the aircraft wing tanks.
• Fuel Diverter and Return-to-Tank FDRV The FLSCU will send a discrete signal to the EEC to inhibit fuel
Valve from being returned to tank if any of the following conditions exist:

Three sources of cooling are available. • wing tank fuel temperature above 129.2ºF (54ºC), measured
using inner and outer cell temperature
• LP fuel passing through the engine fuel system
• high fuel level in wing tank (unavailable space for circulation)
• LP fuel that is returned to the aircraft fuel tanks
• low fuel level in wing tank
• Fan air
• tank boost pump failure (engine being fed by gravity).
Fuel flows in four basic configurations in the engine LP fuel system:
The EEC will also inhibit fuel return-to-tank if fuel temperature
modes 1, 3, 4, and 5 (Mode 2 was deleted during design phase).
reaches above 212ºF (100ºC).

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HEAT MANAGEMENT SYSTEM

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HEAT MANAGEMENT SYSTEM

ACOC Air Modulating Valve (AMV)

Purpose: Operation:

The ACOC AMV controls the flow of fan air through the ACOC as The AMV is operated via control signals from the EEC Heat
commanded by the EEC Heat Management Control System. Management System logic. The signals are generated based on oil
and fuel temperatures.
Location:
The EHSV directs controlling fuel pressure (muscle fuel) to the
operating piston. Depending on the side of the actuator piston
The AMV is attached to the ACOC on the right hand side of the
where the fluid is present, the valve opens or closes. The dual
engine fan case at 4:00, as viewed from the rear.
LVDTs transmit the valve position to the EEC.
Description:

The AMV consists of a valve connected to an actuator assembly

with an Electro Hydraulic Servo Valve (EHSV) attached. A fire seal
forms an air-tight seal between the unit outlet and the cowling. The
AMV can be controlled by channels A or B of the EEC. A dual
Linear Variable Differential Transformer (LVDT), sometimes called
a transducer, provides independent position feedback to each of the
EEC channels.

The failsafe position of the valve is full open for maximum oil
cooling. The torsion spring maintains the AMV full open when the
engine is shut down or fuel pressure is lost during operation.

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ACOC AIR MODULATING VALVE

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HEAT MANAGEMENT SYSTEM (Cont.)

ACOC Electro Hydraulic Servo Valve (EHSV)

Purpose: • Operation controlled by either channel of the EEC

The ACOC EHSV provides the “muscle fuel” to move the AMV to • Jet pipe protected by 90 micron filter
the position commanded by the EEC.
• Bias ensuring AMV, fully open at engine start and in failsafe
Location: condition

The EHSV is bolted to the AMV casing. • Fuel servo supply

Operation:
Description:
Electrical current from the EEC controlling channel will change the
The valve is a two-stage directional flow valve. position of the jet pipe to direct HP fuel to either side of the spool
valve piston in the EHSV. The spool valve will move to the right or
• Stage 1 is an electrically activated torque motor and jet pipe. left to admit HP fuel to either side of the actuator piston, causing it
to extend or retract. This action opens or closes the valve. If
• Stage 2 is a spool valve. electrical current is lost by both channels of the EEC, the torque
motor jet pipe will cause the AMV to go to the full open position.
The following are features of the EHSV.

• Two independent torque motor windings, one connected to

each channel of the EEC

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ACOC ELECTRO HYDRAULIC SERVO VALVE

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Safety Conditions

DO NOT LET THE ENGINE FUEL OR OIL STAY ON YOUR SKIN FOR A
LONG TIME. FLUSH FUEL AND OIL FROM YOUR SKIN WITH WATER. THE
HEAT MANAGEMENT SYSTEM (Cont.) FUEL AND OIL ARE POISONOUS AND GO THROUGH YOUR SKIN AND
INTO YOUR BODY.

Integrated Drive Generator Fuel Cooled Oil Cooler BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
IMMEDIATELY AFTER ENGINE SHUTDOWN. THE ENGINE COMPONENTS
(IDG FCOC) CAN STAY HOT FOR UP TO ONE HOUR.

Purpose: DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT
ON PROTECTIVE CLOTHING, GOGGLES, AND A FACE MASK. USE THE
FLUID IN A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF
The IDG FCOC provides cooling for the IDG Oil System. YOU GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT
AWAY WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
Location: IRRITATED.

The IDG FCOC is located on the left hand side of the engine at
9:00, aft of the engine FCOC. DO NOT LET ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED
FUEL OR OIL MUST BE REMOVED IMMEDIATELY WITH A CLEAN, LINT-
Description: FREE CLOTH. THE FUEL OR OIL CAN CAUSE DAMAGE TO THE SURFACE
PROTECTION AND TO SOME PARTS.

The IDG FCOC is a welded and brazed assembly consisting of an DO NOT PUT THE OIL THAT HAS BEEN DRAINED FROM THE ENGINE
oil core and fuel core. A thermocouple is mounted at the OIL OUT BACK INTO THE OIL SYSTEM.
port.
DO NOT PUT FUEL THAT HAS BEEN DRAINED FROM THE ENGINE BACK
INTO THE FUEL SYSTEM.
Operation:

IDG oil flows from the OIL IN port to the OIL OUT port. Heat from Fuel can flow from the FUEL-LP PUMP port to FUEL-FDV port or vice-
the IDG oil flowing through the oil core is transferred to the engine versa. However, the usual flow is from FUEL-LP port to FUEL-FDV
fuel flowing through the fuel core. port.

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INTEGRATED DRIVE GENERATOR FUEL COOLED OIL COOLER (IDG FCOC)

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HEAT MANAGEMENT SYSTEM (Cont.) Fuel Return-to-Tank Valve (FRV)

Fuel Diverter and Return-to-Tank Valve (FDRV) The FRV is a modulating valve operated by a dual wound torque
motor. The FRV consists of a main valve and a piston in a sleeve.
The main valve moves to change the metering port area in the
Purpose:
sleeve to modulate a portion of the LP fuel flow back to the aircraft
tanks. The valve failsafe position is fully closed, with no fuel return-
The FDRV optimizes the heat exchange process between the fuel
to-tank. An LVDT assembly sends the valve position feedback signal
and oil.
to the EEC.
Location: Operation:

The unit is bolted to the rear of the FCOC. FDV

The EEC energizes the solenoid to allow HP servo fuel to push the
Description: connected pistons in the same direction against the spring. This
causes the Fuel Metering Unit (FMU) spill fuel flow to change
The FDRV consists of the Fuel Diverter Valve (FDV) and the Fuel direction. When the solenoid is de-energized, the spring returns the
Return-to-Tank Valve (FRV) located in a common housing. pistons to the original position. The pertinent valve position and fuel
flow direction are captured in the chart at the end of this chapter.
Fuel Diverter Valve (FDV)
FRV
The FDV is a two-position valve operated by a dual coil solenoid. The EEC operates the torque motor to control the HP servo fuel
The valve consists of two pistons in a sleeve and is spring-loaded pressure on both sides of the main valve. The pressure balance
on one side to maintain the valve in the failsafe position. A micro- between both sides changes the direction and speed of the valve
switch assembly sends a valve position feedback signal to the EEC. movement. The valve movement opens or closes the metering port
area on the sleeve to modulate the LP fuel return to the tanks. The
valve is fully closed during Mode 3 or 5 (failsafe).

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FUEL DIVERTER AND RETURN-TO-TANK VALVE

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HEAT MANAGEMENT SYSTEM OPERATION

One of the four modes of control for the Heat Management System
will be in effect dependent upon aircraft/engine operating conditions.
The system is fully automatic and controlled by the EEC.

Mode 1

Mode 1 is adopted if the following conditions are satisfied:

• engine startup and low engine power

• fuel and IDG oil temperatures within acceptable limits

• fuel return-to-tank allowed.

In Mode 1, all the heat from the engine oil system and the IDG oil
system is absorbed by the LP fuel flows. Some of the LP fuel is
returned to the aircraft tanks where the heat is absorbed or
dissipated within the tank. FMU spill fuel is diverted to the inlet of the
fuel filter.

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HEAT MANAGEMENT SYSTEM MODE 1

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 3

Mode 3 is adopted when the following requirements for fuel spill

return-to-tank can no longer be satisfied

• engine at high power setting, typically at take-off and climb

• fuel return-to-tank is not allowed

• AMV < 59% open

• IDG oil temperatures within acceptable limits.

In this mode, the LP fuel absorbs all the heat from the engine and
IDG oil systems. If oil or fuel temperatures are above limits, the
engine oil can be precooled in the ACOC by a modulated air flow
before passing to the FCOC.

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HEAT MANAGEMENT SYSTEM MODE 3

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 4

Mode 4 is adopted when any of the following conditions exist:

• engine at mid-power setting, typically at cruise

• IDG oil temperature above 100ºC

• fuel return-to-tank allowed.

In this mode, the FMU spill fuel flow is diverted to the inlet of the
engine FCOC to be cooled. A modulated fuel flow through the IDG
FCOC is returned to the aircraft tanks to dissipate heat buildup in
the fuel.

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HEAT MANAGEMENT SYSTEM MODE 4

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 5

Mode 5 is used when Mode 3 conditions exist but operation cannot

be permitted due to the following:

• IDG oil system temperature above 110ºC

• fuel return-to-tank is not permitted and fuel flow is very low

• AMV > 66% open.

Mode 5 is also the adopted position for failsafe conditions of the

FDRV.

In Mode 5, FMU spill fuel flows in the reverse direction through the
IDG FCOC into the engine FCOC inlet. The ACOC AMV is opened
to provide full cooling of the engine oil before reaching the engine
FCOC. This mode is maintained until the IDG oil temperature has
been reduced to acceptable limits.

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HEAT MANAGEMENT SYSTEM MODE 5

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FDV FRV
Mode Fuel Flow
Position Position

• Fuel from engine FCOC and IDG FCOC flows through FDRV to
1 Open, modulating return-to-tank and fuel filter inlet.
• Fuel from FMU returns to fuel filter inlet.
Solenoid
energized
• Fuel from engine FCOC and IDG FCOC flows to fuel filter inlet.
3 Closed
• Fuel from FMU returns to fuel filter inlet.

• Fuel from IDG FCOC flows through FDRV to return-to-tank.

4 Open, modulating
• Fuel from FMU flows to engine FCOC inlet.
Solenoid
de-energized
• Fuel from FMU flows in reverse through FDRV and IDG FCOC
5 Closed
into engine FCOC inlet.

HEAT MANAGEMENT SYSTEM MODES

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