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TPE331 Primer Familiarization

TPE331 Engine primer familiarization

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phillip.crespinmoral
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143 views

TPE331 Primer Familiarization

TPE331 Engine primer familiarization

Uploaded by

phillip.crespinmoral
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Tsc-84 2-15-79 A TPE33I PRIMER TURBOPROP ENGINE TPE331 SERIES FAMILIARIZATION ste © TSsc-84 2-15-79 A TPE331 PRIMER IF THE SEARCH FOR INSTANT EXPERTISE MOTIVATES YOU - DONIT WASTE YOUR TIME READING THIS MANUAL. IT IS LIKELY TO RAISE MORE QUESTIONS THAN IT ANSWERS ABOUT THE TPE331 FAMILY. IN THE FOLLOWING PAGES THE READER WILL BE INTRODUCED TO FEATURES WHICH ARE COMMON TO ALL ENGINE MODELS, AND SOME WHICH APPLY ONLY TO A FEW. BRIEFLY DESCRIBED ARE THE CON- STRUCTION, THE PRINCIPLES OF OPERATION OF MAJOR COMPONENTS AND SYSTEMS, AND AN INSIGHT AS TO WHAT'S ON THE BUSINESS- END OF THE ENGINE'S COCKPIT CONTROLS AND INSTRUMENTS. THE COVERAGE MAY SUFFICE FOR A FEW OF OUR READERS. MOST PILOTS AND MECHANICS WILL GAIN AT LEAST TWO THINGS FROM THE MANUAL: A FOUNDATION FOR BUILDING ADDITIONAL 331 EDUCATION, AND THE KNOWLEDGE THAT THERE IS MORE TO BE LEARNED ABOUT OPERATION AND MAINTENANCE TO OBTAIN THE BEST POSSIBLE SERVICE FROM THE ENGINE. READY, STUDENTS? CHALK AND SLATES POISED? THEN, LET'S PROCEED Page 1 ZS TT-0290-1 ‘TSG-84 2-15-79 THERE ARE TWO MAJOR CATEGORIES OF AIRCRAFT USING THE TPES31 ENGINE. EXECUTIVE AIRCRAFT OPEATE AT HIGH SPEEDS AND ALTITUDES, AND USUALLY FROM IMPROVED RUNWAYS; LOW NOISE IS A PRIMARY CON- SIDERATION IN THE OPERATION OF THE ENGINE. SHORT-TAKEOFF-AND- LAND CSTOLD AIRCRAFT ARE DESIGNED FOR CARRYING HEAVY LOADS FROM SHORT, OFTEN UNIMPROVED LANDING STRIPS. THESE AIRCRAFT USUALLY OPERATE AT LOW ALTITUDES AND LOW AIRSPEEDS. THE OV-10A BRONCO 1S A COMPROMISE BETWEEN THE EXECUTIVE AND STOL AIRCRAFT, PER- FORMING THE STOL TASKS AS WELL AS ACTING AS A TRANSPORT. RE- GARDLESS, OF THE AIRCRAFT TYPE, THERE IS LITTLE ESSENTIAL OIF- FERENCE BETWEEN THE TPES31'S WHICH THEY EMPLOY Page 2 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA Tsc-84 2-15-79 SECOND STAGE IMPELLER FIRST STAGE IMPELLER TURBINE WHE FORWARD CURVIC COUPLING MAIN SHAFT ALL TPES31'S EMPLOY THE SAME BASIC TYPE OF ROTATING GROUP CON- SISTING OF THO CENTRIFUGAL COMPRESSOR IMPELLERS MOUNTED ON A COMMON SHAFT WITH THREE AXIAL F OW TURBINES. SINCE ALL OF THE COMPONENTS ROTATE A SING UNIT, THE ENGINE 15 REFERRED TO : AS A “FIXED SHAFT" TYPE TO DIFFERENTIATE IT FROM THE ALTERNATIVE DESIGN WHERE THE THIRD TURBI IS INDEPENDENT OF THE OTHER CcOM- PONENTS AND 1S "FREE" TO ROTATE AT WHATEVER SPEED THE EXHAUST GASES CAN DRIVE IT PAGE 5 Tsc-84 2-15-79 ‘T?-0017-3 THINK OF THE WHOLE ENGINE AS AN ENERGY CONVERTER r 7, 7, “Ee, THE ENGINE IS A DEVICE BY WHICH "FUEL ENERGY" IS CONVERTED INTO POWER TO TURN THE PROPELLER. AS IN ANY ENERGY CONVERSION, HEAT IS GENERATED, REFLECTED BY THE TURBINE TEMPERATURE. AS AN ENGINE AGES, MORE OF THE FUEL IT CONSUMES PRODUCES HEAT, AND LESS 1S CONVERTED TO USEFUL SHAFT POWER Page 4 TsG-84 2-15-79 TT-0017-4 “PNEUMATIC” ENERGY a QAMBIENTO =—- OUT AIR x ¢} wf a COMPRESSOR “MECHANICAL” <1 ENERGY IN THE COMPRESSOR MAY BE CONSIDERED THE HEART OF A GAS TURBINE ENGINE. THOUGH THERE ARE MANY DIFFERENT TYPES OF COMPRESSORS, ALL ARE BASICALLY A DEVICE WHICH DRAWS IN ATR AT LOW PRESSURE AND DISCHARGES IT AT A HIGHER PRESSURE, USING AN EXTERNAL SOURCE OF POWER TO TURN ITS SHAFT. IDEALLY, THE COMPRESSOR SHOULD ADD NO HEAT TO THE AIR AS IT IS COMPRESSED. Page 5 |eannere| TSG-84 a 2-15-79 Tr-0017-5 PERPETUAL MOTION - - - ALMOST PNEUMATIC COMPRESSOR TURBINE. THE POWER TO TURN THE COMPRESSOR 15 OBTAINED FROM A TURBINE WHICH CONVERTS AS MUCH OF THE COMPRESSED AIR'S ENERGY AS POSSIBLE BACK TO SHAFT POWER Page 6 TSG-84 2-15-79 Tr-0017-9 BURNING FUEL IN COMBUSTOR ADDS ENERGY TO OFFSET INEFFICIENCY OF COMPRESSOR & TURBINE FUEL 2. COMBUSTOR COMPRESSOR TURBINE TO OFFSET THE INEVITABLE LOSSES AND INEFFICIENCIES WITHIN THE ENGINE, HEAT ENERGY IS ADDED TO THE AIR AS IT FLOWS FROM THE COMPRESSOR TO THE TURBINE. THIS INCREASES THE VELOCITY OF THE AIR FLOWING THROUGH THE TURBINE, PRODUCING SUFFICIENT TURBINE POWER TO MEET THE NEEDS OF THE COMPRESSOR. Page 7 Jononers| TSG-84 = 2-15-79 ‘PP-0017-10 FUEL (FREE) POWER TURBINE REDUCTION GEARS COMBUSTOR COMPRESSOR GAS GENERATOR \ Sune ne 7 GAS GENERATOR ONE WAY TO EXTRACT USE L SHAFT POWER FROM THE ENGINE IS TO DESIGN THE COMPRESSOR-TURBINE COMPONENTS TO DEVELOP MORE PNEUMATIC ENERGY THAN THEY REQUIRE FOR OPERATION REMA ING ENERGY IS THEN AVAILABLE TO TURN A "FREE" TURBINE AT THE SPEED AT WHICH THE TURBINE POWER AND THE PROPELLER Loap MATCH. Page 8 TsG-84 2-15-79 9T-0017-11 BASIC TURBOPROP ENGINE FIXED SHAFT TYPE FUEL COMPRESSOR TURBINE FASTER RESPONSE TO CONTROLS MOVEMENT AND IMPROVED FUEL ECONOMY RESULT FROM THE "FIXED SHAFT" DESTGN IN WHICH ALL TURBINES SHARE IN THE TASK OF DRIVING THE COMPRESSOR AND PROPELLER. Page 9 |enser) TsG-84 2 2-15-79 T9-0018-1 DESIGN SIMPLICITY PROPELLER SHAFT ‘D-STAGE CENTRIFUGAL COMPRESSOR 3-STAGE AXIAL “ues IGNITER PLUG EXHAUST FUEL NOZZLE — Vv COMBUSTOR INTEGRAL INLET DUCT REDUCTION GEARS THE FIRST STAGE IMPELLER DRAWS IN AIR THROUGH AN INLET SCOOP AND THROWS IT CENTRIFUGALLY OUTWARD WHERE THE AIR VELOCITY 15 REDUCED AND [TS PRESSURE INCREASED BY A DIFFUSER. AFTER A SECOND SIMILAR COMPRESSION, THE AIR PASSES THROUGH THE HOLES IN AN ANNULAR COM- BUSTOR SURROUNDING THE TURBINE WHERE BURNING FUEL ADDS HEAT. THE RESULTING EXPANSION RAISES THE PRESSURE WHICH CAUSES TI GASES TO FLOW AT HIGH VELOCITY THROUGH THRE TURBINE STAGES, WHERE THE GAS ENERGY IS CONVERTED TO POWER TO TURN THE COMPRESSOR AND PROPELLER Page 10 lenczers| TsG-84 2-15-79 ‘Tr-0282-17 THE TWO STAGE CENTRIFUGAL COMPRESSOR PRODUCES A HIGH PRESSURE RISE IN A MINIMUM SPACE. THE LOW AIR FLOW MINIMIZES ENERGY LOSS DESPITE THE MANY CHANGES IN DIRECTION THE AIR UNDERGOES. THE SMALL CLEARANCE SETWEEN THE IMPELLERS ANO THEIR PROFILE~ MATCHING SHROUDS PRODUCES HIGH EFFICIENCY. Page 11 =n] nsc-04 SS 2-15-79 ‘rT-0282-20 cas “Rae THE BURNED FUEL-AIR MIXTURE IS DILUTED BY COOL AIR AS IT FLOWS ‘OWARD THE COMBUSTION CHAMBER OUTLET. TURNED APT BY THE TRANSI- TION LINER, THE HIGH VELOCITY GAS IS DIRECTED BY EACH STATOR AT THE MOST EFFECTIVE ANGLE AGAINST THE BLADES OF ITS RESPECTIVE TURBINE. TH NT TO CHANGE ITS DIRECTION OF GAS STREAM, REL FLOW, EXERTS A FORCE AGAINST THE TURBINE BLADES, PRODUCING TORQUE AT THE WHEEL HUB. EACH SUCCEEDING TURBINE WHEEL 15 INCRE: 1M BLADE AREA TO OFFSLT THE DIMINISHING GAS ENERGY SO THAT ALL THREE SHARE EQUALLY THE TOTAL POWER RECOVERY. Page 12

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