Fadec in M250-C47B, M

EXPORT CONTROLLED Rolls-Royce Proprietary
M250-C47B/47M Training Manual
Rolls-Royce
M250-C47B/M Engine Training Manual
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Manual 16W12
Revision 1, 21 Sept 2015
©2015 Rolls-Royce Corporation
Jurisdiction Export Control Classification (Rating) Date

EAR 9E991 September 28, 2015
Foreword
Information contained herein is intended as a general
description of the engine construction and operation.
It is not the intent of Rolls-Royce Corporation that this training
study guide be used as a supplement to, or in lieu of, any
official publication. Contents herein are subject to change
without notice and are not exposed to the benefits of constant
revision or update.
Course Objective
The objective of this course is to familiarize engineers and
technicians with the M250-C47B/47M engine components and
systems.
Liability Disclaimer
This information is given in good faith, based on the latest
information available. No warranty or other representation is
given concerning such information, which must not be taken
as establishing any contractual or other commitment by the
company or any of its subsidiaries or associated companies.
This manual is for training purposes only and should not be used in lieu of approved Rolls-Royce maintenance publications for this engine. Use or disclosure of any data
contained herein is subject to the restrictions on the title page of this document.

F-1
TABLE OF CONTENTS
1. INTRODUCTION
2. ENGINE FUNDAMENTALS
3. COMPRESSOR SECTION
4. COMBUSTION SECTION
5. TURBINE SECTION
6. ACCESSORY GEARBOX
7. TORQUEMETER
8. LUBRICATION SYSTEM
9. AIR SYSTEMS
10. CONTROL SYSTEM INTRODUCTION
11. HYDROMECHANICAL UNIT—HMU
12. EXTERNAL ELECTRICAL COMPONENTS
13. ELECTRONIC CONTROL UNIT—ECU
14. TROUBLESHOOTING AND FAULT ISOLATION

1-1
INTRODUCTION
The Rolls-Royce M250 engine is an internal combustion Major assemblies of the engine are as follows:
turboshaft engine featuring a free power turbine. The gas
generator is composed of a single-stage, single entry 1. Compressor Assembly
centrifugal flow compressor directly coupled to a two-stage 2. Combustion Assembly
gas generator turbine. The power turbine is a two-stage free
turbine, which is gas coupled to the gas generator turbine. The 3. Turbine Assembly
integral reduction gearbox has front and rear drive flanges to 4. Accessory Gearbox Assembly
mate with aircraft drives. The engine has a single combustion
COLD SECTION: Consists of the compressor and accessory
chamber with single ignition. The output shaft center line is
gearbox assemblies.
located below the center line of the engine rotor, and the
single exhaust outlet is directed upward. The engine HOT SECTION: Consists of the combustion and turbine
incorporates a Full-Authority Digital Electronic Control assemblies.
(FADEC) system.
The following definitions apply to this engine:
GENERAL FEATURES
FRONT: The compressor end of the engine.
The M250-C47B and C47M engines are growth versions of the
M250-C30G/2, which was a modified M250-C30. REAR: The combustion end of the engine.
The increase in power output results from increased TOP: The exhaust gases outlet side of the engine.
compressor airflow and increased turbine section component
BOTTOM: Determined by scavenge oil outlet fittings and
capacity.
burner drain plug.
Gearbox power turbine gear train components are revised for
RIGHT and LEFT: Determined by standing at the rear of the
greater capacity.
engine and facing forward.
The control system is completely replaced. It incorporates a
DIRECTION OF ROTATION: Determined when standing at
Hydromechanical fuel Metering Unit (HMU), controlled by an
the rear of the engine and facing forward. The gas producer
Electronic Control Unit (ECU).
and power turbine rotors rotate in a clockwise direction. The
A Permanent Magnet Alternator (PMA), and the battery supply power output shaft rotates clockwise.
power to the ECU.
ACCESSORIES ROTATION: Determined by facing the
accessory mounting pad.

1-2
COMPRESSOR STAGE: Consists of a rotor and a diffuser system. If icing conditions are encountered, the pilot activates
stator. The rotor blades accelerate the air into the stator the anti-icing system, and hot compressor discharge air is
vanes. The vanes decrease the velocity, which increases the directed into aport on the compressor front support. Hot air
static pressure of the air. flows between the walls of the outer skin, into the hollow radial
struts, through the struts, and between the walls of the hub.
TURBINE STAGE: Consists of a stator and a rotor. The stator Anti-icing air is exhausted through slots on the trailing edges of
vanes accelerate the exhausting gases onto the rotor blades, the struts and the holes in the hub. The flow of the hot anti-
and the blades absorb energy from the gases. icing air keeps the temperature of the compressor front
TURBINE STAGES NUMBERING: Numbered in direction of support above the freezing point of water and thus the engine
airflow. The turbine rotor stages are numbered 1 through 4, is anti-iced.
with the first stage at the rear and the fourth stage at the front. The compressor rotor front (No. 1) bearing is mounted in the
MAIN BEARINGS NUMBERING: There are nine main compressor front support. Pressure oil for lubrication is
bearings which are numbered 1 through 8 in front-to-rear delivered to the No. 1 bearing through a tube in the upper strut
direction. Compressor rotor bearings are Nos. 1 and 2: the of the compressor front support. Oil is scavenged from the
spur adapter gear shaft bearing is No. 2-1/2; helical power compressor front support through a tube in the bottom strut. A
train drive (pinion) gear bearings are Nos. 3 and 4; power spring-loaded carbon rubbing seal is used to prevent oil
turbine rotor bearings are Nos. 5 and 6; and gas producer leakage from the compressor front support sump.
turbine rotor bearings are Nos. 7 and 8. The compressor rotor assembly is a single-stage centrifugal
Compressor Assembly impeller. It is a forged machined titanium piece. The
compressor rotor front (No. 1) roller bearing is housed in the
The compressor assembly consists of a compressor front compressor front support, and the compressor rotor rear (No.
support, shroud housing, diffuser, rear support assembly, 2) ball bearing is housed in the compressor rear support. The
centrifugal impeller, scroll assembly, compressor mount No. 2 bearing is the thrust bearing for the compressor rotor
assembly and bearings. assembly.
The compressor front support, fabricated from stainless steel, Compressor air flow capacity has been increased by 7%.
has five hollow radial struts brazed to a double wall outer skin Standard day airflow is 5.92 lb/sec. This is the result of
and a double wall hub. The struts are designed to direct and increasing the impeller inducer vane diameter at the front and
distribute air into the compressor rotor in an efficient manner. exducer vane length at the rear.
Operation of the engine in icing conditions can result in The compressor diffuser assembly consists of a stainless steel
undesirable ice formations on the compressor front support. shroud housing and rear support, a compressor mount, a
Therefore, the engine is equipped with a hot air anti-icing diffuser scroll, and a diffuser assembly.

1-3
A pressure equalization chamber is incorporated in the pressure. A small amount of air flows rearward from this cavity
diffuser. A narrow slot, between each of the 25 vanes, allows a through the inner labyrinth seal and into the interior of the
small amount of air to enter this annular chamber. The slots accessory gearbox. Thus, this labyrinth seal serves as an oil
are located near the diffuser inner diameter so that solid seal for the No. 2 bearing because the airflow in through the
particles (dirt) will not be centrifuged into them. The chamber seal prevents oil leakage. The rear support slip fits with an O-
has the effect of equalizing the air flow through the 25 air ring into an opening of the accessory gearbox, and it is
passages, improving compressor performance. retained to the accessory gearbox by six nuts. The diffuser
scroll has ports from which air can be bled and compressor
The compressor rotor impeller is housed within the diffuser discharge air pressure sensed.
assembly. For good efficiency, there must be minimum
impeller front face clearance. Therefore, an aluminum based Combustion Assembly
alloy coating is sprayed onto the contoured shroud housing. If
the impeller should contact the shroud housing, the coating will The combustion assembly is comprised of two compressor
be abraded or worn away without damage to either the shroud discharge air tubes, combustion outer case, and a combustion
housing or the impeller. liner. The combustion outer case is a fabricated stainless steel
part with threaded bosses for mounting a burner drain valve, a
The diffuser assembly has vanes that direct air from the fuel nozzle, and two spark igniters. The burner drain valve
impeller into the diffuser scroll. The scroll collects the air and threads into the boss. The fuel nozzle and spark igniter bosses
delivers it to two "elbows". Each elbow contains stainless steel are on the rear. The spark igniter threads into one of the two
turning vanes that redirect the airflow from an outward to a bosses and extends into the combustion liner dome. The fuel
rearward direction. Compressor discharge air tubes deliver nozzle positions and supports the aft end of the combustion
compressed air from the outlet of the elbows to the liner, and the spark igniter locates the combustion liner in a
combustion outer case. There are two labyrinth type air seals circumferential position. A baffle, slightly downstream of the
in the compressor rotor rear (No. 2) bearing area. The rotating fuel nozzle, enhances fuel/air mixing for improved combustion.
knives of these labyrinth seals are located on the rear side of
the impeller. The combustion outer casing is flanged on the front for
mounting on the combustion assembly to the gas producer
The stationary parts of the labyrinth seals are located in the turbine support. The combustion liner provides for rapid mixing
rear support. The outer labyrinth seal minimizes the leakage of of fuel and air, and controls the flame length and position such
compressor discharge air. The air, which passes through the that flame does not contact any metallic surface. The two air
outer air seal, enters a cavity formed by the impeller and the discharge tubes form ducts that transfer compressor discharge
rear support. This cavity is vented to the turbine exhaust air from the scroll to the outer combustion case, where it is
collector through a restricting orifice, which causes the cavity directed to the combustion liner.
pressure to be somewhat above engine compartment

1-4
Turbine Assembly operating point. The power turbine turns at a constant rpm
in flight.
The turbine assembly of the engine incorporates the
components for the development of power and the exhausting 3. Facilitates engine starts in that the starter does not crank
of gases. The turbine assembly has a two-stage gas producer the power turbine and helicopter rotor system.
turbine and a two-stage power turbine. Power to drive the
compressor rotor is furnished by the gas producer turbine rotor Each turbine rotor assembly is radially supported and axially
through a direct drive. The power turbine rotor converts the retained by bearings. The gas turbine rotor rear (No. 8) thrust
remaining gas energy into power, which is delivered to the bearing is housed in the gas producer turbine support. The
power output pads of the engine. Exhausting gases from the power turbine support houses the gas producer rotor front (No.
power turbine are directed into the exhaust collector support, 7) bearing and the power turbine rotor rear (No. 6) bearing.
which exhausts through one rectangular duct at the top of the These two roller bearings are for radial support only. The
engine. power turbine rotor front (No. 5) ball thrust bearing is housed
in the exhaust collector support. The gas producer turbine
The turbine assembly consists of the gas producer turbine support has provisions for the delivery of oil to the No. 8
support assembly, gas producer turbine rotor assembly, power bearing, and the power turbine support has provisions for
turbine support assembly, power turbine rotor assembly, and delivery of oil to the No. 6 and No. 7 bearings. The exhaust
the exhaust collector support assembly. collector support has provisions for the delivery of oil to the
No. 5 bearing. The gas producer turbine and power turbine
The gas producer turbine consists of the first and second supports each have a sump from which oil is scavenged. Oil
turbine stages, and the power turbine consists of the third and that lubricates the No. 5 bearing drains into the accessory
fourth turbine stages. The gas producer and power turbine gearbox sump.
rotors are not "mechanically" coupled, but are "gas" coupled,
in that the exhausting gases must flow through the four turbine Labyrinth type oil seals are utilized in the turbine assembly.
stages. The power turbine is a "free turbine," since it is free to Labyrinth seals are used in places where no oil will collect.
rotate at a different speed than the gas producer turbine rotor. The rotating portion of the No. 5 bearing labyrinth oil seal is
The free power turbine design has the following advantages: mounted on the power turbine outer shaft behind the bearing.
The stationary part of the seal is mounted in the front flange of
1. Added operational flexibility. This allows for independent the exhaust collector support. The seal rotor has a slinger ring
selection of gas producer rotor and power turbine rotor and seven knife edges machined on the outside. The stator
speeds. receives air from the compressor to turbine vent tube. The
2. Improvement of overall engine performance. Each turbine stator inner diameter has an abradable coating so that a close
can be designed for maximum efficiency at its primary clearance can be maintained without damage if the rotor lightly
contacts the stator. The supply air surrounds the seal rotor and

1-5
flows forward into the accessory gearbox to prevent oil from The accessory gearbox contains most of the lubrication
flowing out. Some air also flows across the two rear knife system components and incorporates two separate gear
edges into the exhaust collector support interior. trains. The purpose of the power turbine gear train is to reduce
the engine speed at the power turbine rotor to the power
The first, second, third and fourth stage turbine nozzles are output pads as follows: from 32,183 rpm to 6317 rpm -C47B
housed and retained in the gas producer turbine support, and from 30,650 rpm to 6016 rpm -C47M. The power turbine
power turbine support, and aft end of the exhaust collector gear train incorporates a torquemeter to measure engine
support. The turbine nozzles serve as the stators for the output torque. The optional power turbine tachometer
turbine assembly. The turbine nozzles increase the velocity of generator and two spare drive gearshafts are driven by the
the exhausting gases and direct the gases, at the proper power turbine gear train. The gas producer gear train provides
angle, on the turbine rotor blades of the respective stages. The drive for the oil pumps, hydromechanical fuel metering unit,
first-stage nozzle vanes are air cooled. optional gas producer tachometer generator, starter generator,
The accessory gearbox assembly has six studs used for and spare drive pad. The accessory gearbox assembly has
mounting the exhaust collector support. The power turbine two spare accessory mounting pads. If an accessory is
support is flange mounted to the exhaust collector support. mounted on the aft spare pad, it would be driven by the power
The gas producer turbine support is flange-mounted to the turbine gear train. An accessory mounted to the forward spare
power turbine support. The turbine firewall vertical shield, a pad would be driven the gas producer gear train. During
stainless steel stamping, is positioned between the accessory starting, the starter-generator cranks the engine through the
gearbox assembly and exhaust collector support. The firewall gas producer gear train.
horizontal shield, a stainless steel stamping, and an insulation The accessory gearbox housing and cover are magnesium
blanket, are positioned beneath the turbine assembly. The alloy castings which house the bearings used to support the
turbine firewall shields serve as a firewall between the hot and power turbine and gas producer geartrains. The oil pump
cold sections of the engine. assembly, which incorporates a pressure element and five
Accessory Gearbox Assembly scavenge elements, is mounted in the gearbox housing. An oil
filter assembly is mounted on, and extends into, the top of the
The accessory gearbox is the primary structural member of the housing. Oil tubes, along with drilled passages in the gearbox
engine. It provides mounting and support for the compressor housing and cover, flow pressure oil and scavenge oil as
and turbine assemblies. The gearbox housing, which is the required by the lubrication system. Pressure oil is filtered and
most rigid structural member of the engine, has four engine delivered to the oil transfer ports and to oil nozzles in the
mounting pads. The side pads must be utilized, and the gearbox. Scavenge elements of the oil pump assembly
helicopter manufacturer has the option of using the bottom scavenge oil from the compressor front support, gas producer
pad. turbine support, power turbine support, and gearbox sumps.

1-6
The accessory gearbox provides mounting pads for the Lubrication System
accessories driven by the power turbine and gas producer
gear trains. The accessory gearbox has two power output The lubrication system uses a dry sump with an external
pads; one on the front and the other on the rear. The airframe reservoir and heat exchanger mounted and furnished by the
manufacturer can use either or both pads. airframe manufacturer. A gear type pressure and scavenge
pump assembly is mounted within the gearbox. An assembly,
The accessory gearbox has an oil inlet port, a scavenge oil containing an oil filter element, a filter bypass valve, and a
return port, oil tank vent port, and an overboard vent port. The pressure regulating valve is located in the upper left hand side
airframe manufacturer provides the oil tank, oil cooler, and all of the gearbox housing and is accessible from the top of the
lines that connect the engine lubrication system to the airframe engine.
oil supply system. The oil tank is vented to the interior of the
gearbox, and the gearbox is vented overboard. An indicating type, quick disconnect, fuzz burning, self-sealing
magnetic chip detector (drain plug) is installed at the bottom of
The torquemeter in the accessory gearbox is part of the power the gearbox. A second detector is located in the engine oil
turbine gear train. The power turbine gear train has helical outlet connector. It is not self-sealing.
gears that produce an axial thrust on the torquemeter
whenever torque is delivered to the power output gear. The A scavenge oil filter is typically mounted on the aft side of the
axial thrust is directly proportional to the torque transmitted Accessory Gearbox. An accessory case mounted transducer
through the helical gears. Pressure oil, delivered to the converts torquemeter oil pressure into an electrical signal. This
torquemeter, is metered as required by the torquemeter to signal is required by the ECU for engine torque output limiting.
counterbalance the axial thrust. Thus, torquemeter pressure is Anti-Icing System
directly proportional to the output torque. The accessory
gearbox has a torquemeter pressure port connected by a line Operation of the engine during icing conditions could result in
to the Torquemeter Oil Pressure (TMOP) sensor. ice formations on the compressor front support. If ice were
allowed to build up, airflow to the engine would be affected
The gearbox also contains two engine furnished dual winding and engine performance decreased. Therefore, the engine has
monopole speed pickups. One of the pickups is used to an anti-icing system to prevent ice formation on the
measure gas producer speed; the other is used to measure compressor front support.
power turbine speed. On each pick-up, both coils provide an
input signal to the ECU, and one of the signals is shared with The anti-icing system includes an anti-icing air valve mounted
the airframe. to the compressor scroll below the right hand elbow, and an
anti-icing solenoid valve mounted to the horizontal firewall
shield just aft of the gearbox. There is one stainless steel line
between the anti-icing valve and the compressor front support

1-7
and passages within the compressor front support. A second The ignition system is composed of the following basic
line connects between the air valve and the solenoid. Anti- components: a low tension capacitor discharge ignition exciter
icing system operation must be selected. assembly, a spark igniter lead, and a shunted surface gap
spark igniter. This system is powered by the helicopter 28 volts
When the system is in operation, compressor discharge air, dc input. All components are engine mounted, connected, and
heated by compression, will flow through the anti-icing valve function as an integral part of the engine.
and tube to the compressor front support passages. Hot air
flows between the double wall outer shell and into the five Temperature Measurement, System
hollow radial struts. The hot air flowing through the radial struts
exhausts either out of small slots in the trailing edge of the An equal resistance branch thermocouple harness assembly
struts or out the double wall "bullet nose" hub of the with four integral probes is used to sense the temperature of
compressor front support. the gases between the two turbine rotors. Each thermocouple
probe consists of a single element, chromel-alumel assembly
Compressor Bleed Air System with a bare wire junction. A voltage, directly proportional to the
gas temperature, is generated by each thermocouple. The
The compressor bleed air system permits rapid engine thermocouple harness provides an average of the four
response. The system consists of a bleed control valve located voltages representative of the gas producer turbine outlet
on the front face of the scroll and an inducer bleed manifold temperature (TOT) for cockpit temperature indication and a
that encases the slotted compressor shroud housing. signal to the control system (ECU). The signal is referred to as
The bleed control valve is open during starting and ground idle MGT—measured gas temperature.
operation, and remains open until a predetermined pressure Fuel System
ratio is obtained. At the predetermined pressure ratio, the
valve begins to modulate from open to the closed position. The fuel system components and their location are as follows:
The inducer bleed slots in the shroud housing discharge air to 1. The Combined Engine Filter Assembly (CEFA) is mounted
atmosphere at engine idle speed. At higher power settings, on the rear, lower left side of the accessory gearbox
flow changes from bleed to intake air. providing fuel and oil filtration elements.
Ignition System 2. Electronic Control Unit - The ECU is airframe mounted. It

controls the metering unit (HMU).
Ignition is required only during the starting cycle since the
combustion process is continuous. Once ignition takes place, 3. Fuel Pump and Control - Combined in the Hydro-
the flame in the combustion liner acts as the ignition agent for Mechanical Unit (HMU), mounted on the upper right rear
the fuel/air mixture. pad of the accessory gearbox.

1-8
4. Permanent Magnet Alternator—The PMA is mounted on that renders the primary governor incapable of continued safe
the upper left rear pad of the accessory gearbox. It powers control of the engine.
the FADEC system during normal operation.
The reversionary governor is not pilot-selectable. The FADEC
5. Fuel Nozzle—Center rear side of the combustion outer Fault, Restart Fault, and Degrade lamps will illuminate when
case. the reversionary governor assumes control; these lamps could
6. Burner Drain Valve—Gravitational bottom of combustion also illuminate independently after a combination of faults in
outer casing. the primary governor.
The engine fuel system draws fuel from the aircraft tank, The reversionary mode is an Auto/Degrade operation mode. In
pumps, filters, meters and delivers it to the spray nozzle in the the event that neither the primary nor reversionary governor is
combustion chamber. It controls the fuel flow, as required, to capable of controlling the engine, the FADEC will revert to
meet all possible conditions of engine starting and operation. It Manual Control; the same as the EMC-35A.
is a Full-Authority Digital Electronic Control (FADEC) system.
An engine--mounted Permanent Magnet Alternator (PMA)
The M250-C47B FADEC system provides complete automatic
provides electrical power to the ECU at power turbine speeds
control of the engine including temperature and speed limiting.
of 85% and above.
There are two configurations of the airframe-mounted ECU.
The system includes a combined pump and control assembly,
The EMC-35A is a single channel electronic control with a
called the Hydromechanical Unit (HMU). The HMU is engine
hydromechanical back--up (manual mode). The ECU
mounted and driven by the N1 gear train. The HMU includes
schedules fuel flow to the engine in order to control engine
the fuel metering unit and both a boost stage (high
speed while limiting engine temperatures, speed, torque, and
performance liquid ring) fuel pump and main fuel pump (gear
acceleration/deceleration rate.
stage). (The fuel filter is located schematically between the
boost and main pump stages.)
The EMC-35R is identical to the EMC-35A, but incorporates a
second, independent electronic power turbine speed governor
In manual mode, the HMU provides altitude biased and slew
called the Reversionary Governor. The housing for the EMC-
rate limited fuel flow as a function of power lever angle.
35R has a second housing attached to the case making the
EMC-35R about 0.95” taller than the EMC-35A. This added
For ECU P/Ns 23070264 or previous, when most FADEC
housing is physically separated from the primary governor and
system electronic hard faults are detected, reversion to the
contains the reversionary governor. The reversionary governor
hydromechanial backup mode is accomplished by a
provides basic power turbine speed control using a limited set
of parameter inputs and assumes control in the event of a fault

1-9
“FAIL FIXED” condition; fuel flow fixed at current demand
level, and pilot action to select “MANUAL MODE” to enter the
hydromechanial backup mode and manually control fuel flow.
Also, some FADEC system electronic failures will cause the
system to revert directly to the “Manual Mode”. (Direct
Reversion to Manual or DRTM)
For ECU P/Ns 23071644 or subsequent, all FADEC system

electronic hard faults revert directly to the “MANUAL MODE”.
The overspeed protection system electronics are located in the
ECU and activates an overspeed valve in the HMU. The
overspeed protection system is activated in the Automatic,
Manual and Fail Fixed (If system is equipped with this feature)
Modes for the power turbine.
In aircraft applications incorporating only an annunciator panel,

the ECU provides a maintenance mode function. This function
identifies, by series of flashing lights, the suspect LRU when a
FADEC fault has been indicated. This function is only
operational on the ground. Later airframes may incorporate
digital displays which are programmed to provide a certain
level of interrogation capability using panel controls and on-
screen prompts.

1-10
ACCESSORIES LOCATION
Accessories required for the operation of the M250 Series protection. A manually controlled metering valve is also
turboshaft engine can be classified as driven or nondriven. All incorporated in the HMU.
driven accessories are mounted on the accessory gearbox and
are driven either by the gas producer or the power turbine gear Starter Generator
train. Only those accessories furnished by the engine The starter-generator is used as a dc motor to crank the engine
manufacturer are shown on this chart. N1 geartrain during the starting cycle. Once the engine is
started, the starter-generator functions as a dc generator to
Accessories Driven By The Gas Producer Gear Train
supply all the electrical needs of the helicopter and keep the
1. Hydromechanical unit (HMU) battery charged.
2. Oil pump assembly N2 RPM Magnetic Pickup
3. Starter generator The magnetic pickup is mounted on the right top center of the
gearbox cover. The pickup extends into the area between the
Accessories Driven By The Power Turbine Gear Train gearbox and the turbine assembly and is excited by the 20 teeth
1. Permanent magnet alternator (PMA) on the spanner nut that retains the No. 5 bearing. This pickup
supplies N2 tachometer indicator and ECU signals.
2. Spare pad for aircraft use.
Spare Pad
N1 RPM Magnetic Pickup
The spare pad provides for the possible mounting and drive for
Fitted to the gearbox housing, adjacent to the overboard vent. It some accessory not required by the engine but required by the
is excited by the passage of the 86 teeth of the centrifugal aircraft.
breather gear. The frequency signal is supplied to the ECU.
Power Output Pads
Hydromechanical Unit (HMU)
The engine has two power output pads. The front pad provides
The HMU is mounted on the right rear side of the gearbox drive to the aircraft transmission, while the rear provides tail
housing on a 3 bolt flange pad. It includes a boost pump and a rotor drive in some airframe applications.
gear type high pressure pump driven by the N1 gear train. The
HMU is controlled by the ECU, which provides fuel metering Ignition Exciter
during automatic operation and full time N1 and N2 overspeed This unit is mounted on the front lower left side of the engine
gearbox with an attaching bracket. It receives dc electrical

1-11
power during engine starting. It provides the necessary ignition T1 Sensor
current and voltage through the spark igniter lead to the spark
igniter. This dual resistance temperature device (RTD) is airframe
furnished and mounted in the compressor inlet plenum. The
Burner Drain Valve signal is required by the ECU to calculate proper start
acceleration and operating fuel flows.
This valve is threaded into the combustion chamber outer case
at the bottom center. It will drain liquid fuel from the combustion Combine Engine Filter Assembly (CEFA)
chamber in the event of a false start when ignition does not
occur. During a normal engine start, the burner drain valve The CEFA is mounted on the unused drive pad on the bottom
closes when the air pressure within the combustion section rear side of the gearbox. The engine fuel filter and the scavenge
exceeds the air pressure on the outside of the combustion oil filter are combined into a single assembly.
section by a predetermined value. The valve opens on engine When the optional 15 hp spare drive gears are installed in the
shutdown by spring action. C47 engine, the CEFA cannot be used. The fuel filter is moved
to the gearbox center and the scavenge oil filter is airframe
Anti-icing Air Valve & Anti-icing Solenoid Valve
mounted.
The air valve is mounted on the right side of the compressor
scroll. The solenoid valve is mounted on the right side of the
horizontal firewall shield. Hot compressor discharge air from the
diffuser scroll flows through the solenoid valve controlled anti-
icing valve to a fitting on the bottom of the front support. The air
then flows through the five hollow front support struts. A portion
of the anti-icing air discharges from the strut trailing edges. The
remainder is discharged from four holes in the forward end of
the compressor front support bullet nose.
Fuel Nozzle
The fuel nozzle is threaded into the center rear end of the
combustion outer case. It atomizes and injects fuel into the
combustion liner at the proper spray angle.

1-12

1-13
Aircraft Furnished Parts Required for M250 Series Turboshaft Engine Operation
Operation of the M250 Series IV turboshaft engine requires 10. Starter control system for control of starter or starter
certain aircraft-furnished parts which are as follows: generator. Ignition is also controlled.
1. Fuel Control lever linkage controlled by twist grip 11. Starter or starter generator for cranking the engine during
(throttle). starting cycle.
2. Potentiometer to provide collective pitch input signal to 12. Anti-icing valve harness for the control of the engine anti-
ECU. icing system.
3. The 47B incorporates a "Quiet Mode" switch for reduced
noise operation. Rotor rpm can be reduced by a fixed
(predetermined) amount to reduce engine noise
signature.
4. Fuel boost pump to provide a positive head of fuel
pressure to the engine driven pump.
5. Tachometer indicator for indication of power turbine (N2)
rpm. This indicator also provides an indication of
helicopter rotor (NR) rpm.
6. Tachometer indicator for indication of gas producer (N1)
rpm.
7. Gas temperature indicator for the indication of gas
producer turbine outlet temperature called measured gas
temperature (MGT).
8. Torque indicator for the indication of power delivered to
the helicopter.
9. Oil pressure indicator for the indication of engine oil
pressure.

1-14
List of Common Abbreviations

BIT - Built in Test No. 6 Bearing - Power Turbine Rotor Rear Bearing
CIT - Compressor Inlet Temperature No. 7 Bearing - Gas Producer Turbine Rotor Front Bearing
CP - Collective Pitch No. 8 Bearing - Power Turbine Rotor Rear Bearing
ECU - Electronic Control Unit OAT - Observed Ambient Temperature
FADEC - Full-Authority Digital Electronic Control System O/S - Overspeed
GPT - Gas Producer Turbine NDOT - Differential Over Time (rate of RPM change)
HMU - Hydromechanical Unit PLA - Power Lever Angle
LCF - Low Cycle Fatigue PMA - Permanent Magnet Alternator
LRU - Line Replaceable Unit PT - Power Turbine
MGT - Measured Gas Temp. or TGT -Turbine Gas Temp. Q - Engine Torque
N1 - RPM of Gas Generator Rotor RTD - Resistance Temperature Device
N2 - RPM of Power Turbine Rotor shp - Shaft Horsepower
NR - RPM of Helicopter Rotor TM - Technical Manual
No. 1 Bearing - Compressor Rotor Front Bearing TMOP - Torquemeter Oil Pressure
No. 2 Bearing - Compressor Rotor Rear Bearing TRQ - Engine Torque Output %
No. 2-1/2 Bearing - Spur Adapter Gear Shaft Bearing Wa - Air Flow
No. 3 Bearing - Helical Power Train Drive Gear Front Bearing Wf - Fuel Flow
No. 4 Bearing - Helical Power Train Drive Gear Rear Bearing
No. 5 Bearing - Power Turbine Rotor Front Bearing

1-15
ENGINE RATING SPECIFICATIONS

MODEL 250-C47B
250-C47B Engine Ratings
The specifications, limits, and performance ratings for the engine are as follows:
Design power output (Takeoff) 650 shp (485 kW)
Design Speeds:
Gas producer (N1) 100% (51,000 rpm)
Power turbine (N2) (Normal Operation) 100% (32,183 rpm)
Power turbine (N2) (Quiet Operation) 92% (29,608 rpm)
Power output shaft (Normal Operation) 6,317 rpm
Power output shaft (Quiet Operation)5,812 rpm
Maximum Measured Gas Temperature:
Stabilized (MGT) Refer to Table 1 in this section.
Dimensions
Length 43.198 in. (1,097 mm)
Height 25.130 in. (653 mm)
Width 21.996 in. (559 mm)
Maximum engine weight (Dry) 274 lb (124 kg)
WARNING: THE MAXIMUM OIL CONSUMPTION LIMIT IS ONE (1) QUART (0.9 LITER) IN FIVE (5) HR. OPERATION IN EXCESS OF THIS
LIMIT IS NOT PERMITTED. EXCESSIVE OIL CONSUMPTION CAN BE INDCATIVE OF A SERIOUS INTERNAL OIL LEAK. AN
INTERNAL OIL LEAK CAN RESULT IN AN UNDETECTED INTERNAL OIL FIRE, WHICH WILL RESULT IN A DISASTROUS
TURBINE FAILURE.
CAUTION: NORMAL ENGINES USE A MINIMAL AMOUNT OF OIL. HOWEVER, ANY SUDDEN INCREASE IN OIL CONSUMTION IS
INDICATIVE OF OIL SYSTEM PROBLEMS AND MUST BE CORRECTED. (REFER TO ITEMS 17 AND 18 IN TABLE 101,
TROUBLESHOOTING.)
Maximum oil consumption .............................................................. 1 qt in 5 hr (0.9 l in 5 hr)

1-16
PERFORMANCE RATINGS
MODEL 250-C47B
Normal Operation
Performance Ratings—Standard Sea Level Static Conditions
250-C47B
Measured Maximum allowable operating limits
Gas Output Specific fuel rated gas Measured gas
Shaft power Jet thrust (est) generator shaft consumption* temperature Output shaft torque temperature
Rating hp (kW) lb (N) rpm (est) rpm lb/shp-hr (mg/W-h) °F °C ft-lb (N•m) °F °C
Takeoff 650 485 59 261 48,863 6317 0.581 353 1296 702 590 799 1435 779
(5 min)
Maximum 600 458 55 243 48,258 6317 0.591 357 1253 678 524 710 1340 727
continuous2
Cruise A1,2 540 403 50 222 47,402 6317 0.607 365 1203 651 524 710 1340 727
Cruise B1,2 450 336 43 193 46,079 6317 0.642 380 1131 611 524 710 1340 727
Ground idle 40 (30) (max) 30,000 to Zero and 725 385
107 lb-ft (230 N•m) — 33,000 3000 to — — —
(max torque) 6300
Flight 0 — — 33,000 5900 to — — — —
autorotation 6860
*Specific Fuel Consumption = Fuel Flow/SHP (LHV based on 18,4000 Btu/lb)
1
Cruise A and Cruise B ratings are at power levels that are 90% and 75%, respectively, of maximum continuous power at standard sea level static conditions
2
The maximum permissible output shaft speed for continuous operation varies from 108.5% at flight autorotation to 102.2% at takeoff power
Normal Operation
Performance Ratings—4000 ft Altitude
95°F (35°C) Ambient Conditions
250-C47B
Rating hp kW lb (N) rpm (est) rpm lb/shp-hr (mg/W-h) °F °C ft-lb (N-m) °F °C
Takeoff 584 435 51.5 240 50,821 6317 0.592 359 1435 779 590 554 1435 779
(5 min)
Maximum 501 374 44.7 209 49,576 6317 0.612 369 1340 727 524 458 1340 727
continuous2

1-17
MEASURED GAS TEMPERATURE LIMITS

MODEL 250-C47B
Measured Gas Temperature Limits (MGT)
Steady-State
Temperature Limit Rating Maintenance Action
779°F (1435°C) Takeoff (5 minutes) If steady-state time or condition limits are exceeded:
Inspect turbine.3
727°F (1340°C) Maximum continuous None
During Starting and Shutdown
Temperature Range Time Maintenance Action
Up to 843°C (1550°F) No limit None
843 to 927°C (1550 to 1700°F) 10 sec or less None
843 to 927°C (1550 to 1700°F) Over 10 sec2 Inspect turbine1
927 to 999°C (1770 to 1830°F) Any2 Inspect turbine1
Over 999°C (1830°F) Any Remove turbine for heavy maintenance or overhaul
During Power Transitions
779 to 905°C (1435 to 1662°F) Over 12 sec Inspect turbine
2
1
Refer to item 7, Special Inspections, Table 607, Engine Inspection/Check. Also, record temperature and duration in the Engine Log Book (pink
pages), Turbine Assembly, Part IV, Inspection Record
2
Momentary peak temperatures of 927°C (1700°F) are permitted for no more than one second
3
Refer to Item 6, Special Inspections, Table 607, Engine Inspection/Check. Also, record temperature and duration in the Engine Log Book (pink
NOTE: The time-at-temperature limits are not additive and may be repeated without restriction. The repeated intentional use of transient temperature
limits can result in reduced turbine life and is not recommended

1-18
ENGINE RATING SPECIFICATIONS

MODEL 250-C47M
250-C47BM Engine Ratings

The specifications, limits, and performance ratings for the engine are as follows:
Design power output (takeoff) 650 shp (485 kW)
Design Speeds:
Gas producer (N1) 100% (51,000 rpm)
Power turbine (N2) (250-C47M) 100% (30,650 rpm)
Power output shaft (250-C47M) 6,016 rpm
Maximum Measured Gas Temperature:
Stabilized (MGT) Refer to Table 1 in this section.
Dimensions
Length 43.198 in. (1,097 mm)
Height 25.130 in. (653 mm)
Width 21.996 in. (559 mm)
Maximum engine weight (Dry) 274 lb (124 kg)
WARNING: THE MAXIMUM OIL CONSUMPTION LIMIT IS ONE (1) QUART (0.9 LITER) IN FIVE (5) HOURS. OPERATION IN
EXCESS OF THIS LIMIT IS NOT PERMITTED. EXCESSIVE OIL CONSUMPTION CAN BE INDCATIVE OF A
SERIOUS INTERNAL OIL LEAK. AN INTERNAL OIL LEAK CAN RESULT IN AN UNDETECTED INTERNAL OIL
FIRE, WHICH WILL RESULT IN A DISASTROUS TURBINE FAILURE.
CAUTION: NORMAL ENGINES USE A MINIMAL AMOUNT OF OIL. HOWEVER, ANY SUDDEN INCREASE IN OIL
CONSUMTION IS INDICATIVE OF OIL SYSTEM PROBLEMS AND MUST BE CORRECTED. (REFER TO ITEMS 17
AND 18 IN TABLE 101, TROUBLESHOOTING.)
Maximum oil consumption 1 qt in 5 hr (0.05 gal/hr) (0.9 l/5 hr)

1-19
PERFORMANCE RATINGS
MODEL 250-C47M
Normal Operation
Performance Ratings—Standard Sea Level Static Conditions
250-C47M
Rating hp (kW) lb (N) rpm (est) rpm lb/shp-hr (mg/W-h) °F °C ft-lb (N•m) °F °C
Takeoff 650 485 59 261 48,965 6317 0.584 355 1296 702 590 799 1435 779
(5 min)
Maximum 600 458 55 243 48,348 6317 0.594 359 1253 678 524 710 1340 727
continuous2
Cruise A1,2 540 403 50 222 47,473 6317 0.609 363 1203 651 524 710 1340 727
1,2
Cruise B 450 336 43 193 46,118 6317 0.643 381 1131 611 524 710 1340 727
Ground idle 40 (30) (max) 30,000 to Zero and 725 385
107 lb-ft (230 N•m) — 33,000 3000 to — — —
(max torque) 6300
Flight 0 — — 33,000 5900 to — — — —
autorotation 6860
*Specific fuel consumption = Fuel Flow/SHP (LHV based on 18,4000 Btu/lb)
1
Cruise A and Cruise B ratings are at power levels that are 90% and 75%, respectively, of maximum continuous power at standard sea level static conditions
2
The maximum permissible output shaft speed for continuous operation varies from 114.0% at flight autorotation to 107.1% at takeoff power
Normal Operation
Performance Ratings—4000 ft Altitude
95°F (35°C) Ambient Conditions
250-C47M
Rating hp kW lb (N) rpm (est) rpm lb/shp-hr (mg/W-h) °F °C ft-lb (N-m) °F °C
Takeoff 582 434 51.8 241 50,904 6016 0.596 361 1435 779 590 554 1435 779
(5 min)
Maximum 500 373 45.2 211 49,675 6016 0.615 371 1340 727 524 458 1340 727
continuous2

1-20
MEASURED GAS TEMPERATURE LIMITS

MODEL 250-C47M
Measured Gas Temperature Limits (MGT)

STEADY-STATE
Temperature Limit Rating Maintenance Action
779°F (1435°C) Takeoff (5 minutes) If steady-state time or condition limits are exceeded:
Inspect turbine.3
727°F (1340°C) Maximum continuous None
DURING STARTING AND SHUTDOWN
843 to 927°C (1550 to 1700°F) Over 10 sec2 Inspect turbine1
927 to 999°C (1770 to 1830°F) Any2 Inspect turbine1
DURING POWER TRANSITIONS
779 to 905°C (1435 to 1662°F) Over 12 sec Inspect turbine
2
1
Refer to item 7, Special Inspections, Table 607, Engine Inspection/Check. Also, record temperature and duration in the Engine Log Book (pink
2
Momentary peak temperatures of 927°C (1700°F) are permitted for no more than one second
3
Refer to Item 6, Special Inspections, Table 607, Engine Inspection/Check. Also, record temperature and duration in the Engine Log Book (pink
NOTE: The time-at-temperature limits are not additive and may be repeated without restriction. The repeated intentional use of transient temperature
limits can result in reduced turbine life and is not recommended

1-21

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1-25
PAGE INTENTIONALLY LEFT BLANK

1-26

1-27
PAGE INTENTIONALLY LEFT BLANK

1-28

1-29
ENGINE FUNDAMENTALS FOR HELICOPTER APPLICATION

This turbine engine is an internal combustion engine and, Intake Section
therefore, has the requirement for the following four events:
intake, compression, combustion, and exhaust. This turbine The intake section consists of the helicopter furnished air inlet
engine is required to develop a certain amount of continuous ducting and the engine compressor front support. One factor
shaft horsepower; therefore, there is a need to operate the that determines the power being developed by a turbine engine
engine utilizing a continuous pressure cycle. To maintain a is the weight of air that flows through the engine per unit of time.
continuous pressure cycle in the turbine engine, the four Due to this fact, the intake section must offer minimum
events of intake, compression, combustion and exhaust must restriction to the flow of air. The intake section must be
all happen continuously and simultaneously. The absorption of designed such that ice formations cannot result in blockage of
energy from the gases of combustion and the development of airflow to the compressor. The intake section must also
shaft horsepower are accomplished in the engine by means of incorporate some means of preventing the entry of foreign
four turbine stages located between the combustion and objects that could damage the engine. The compressor front
exhaust sections. The turbines provide the means of extracting support has five radial struts that serve as entrance guide vanes
gas energy and converting it into mechanical energy in the to direct air onto the compressor blades.
form of shaft horsepower. Therefore, this engine is classified Compressor Section
as a "gas turbine" engine, and it must have the following
operational sections for producing power: The compressor is comprised of one centrifugal stage. It
converts mechanical energy (horsepower/torque) into gas
1. Intake Section energy (air pressure and air temperature) through a two-step
process. First, the impeller accelerates the air, converting shaft
2. Compressor Section
horsepower into air velocity by centrifugal force. The air is then
3. Combustion Section decelerated through the diffuser and the scroll. The scroll
collects it and delivers it to two diffusing compressor discharge
4. Turbine Section air tubes, thus converting velocity into pressure. The highest
5. Exhaust Section total air pressure is at the inlet of the diffuser scroll. As the air
passes rearward through the diffuser and compressor discharge
The operational sections of the engine do not necessarily air tubes, the velocity of the air decreases and the static
correspond with structural assemblies of the same name. pressure increases. The highest static pressure is at the inlet of
the combustion section where the velocity is low. There will be a
slight drop in total air pressure across the diffuser and
compressor discharge air tubes.

2-1
The impeller is an air pump. At any specified rpm within the 100% N1 rpm. If N1 is less than 100% rpm on a standard day,
designated range of operation, the volume of air accelerated the weight of airflow per second through the engine will be less
by the impeller will be a definite amount. In other words than 6.2 lb/sec due to decreased volume flow at lower rpm. On
compressor volume flow is a function of impeller rpm. The this engine, the N1 rpm varies with the output power. If output
weight of a specified volume of air will be affected by the power is increased, N1 rpm will increase and vice versa. Thus,
density (weight per unit volume) of the air. Factors that affect the weight of air pumped by the impeller is determined by rpm
air density are as follows: (volume of air pumped) and air density.
1. Compressor Air Inlet Temperature—a temperature As air flows through the compressor, the air pressure and
increase reduces air density. temperature are increased. With NACA standard day static sea
level conditions and 100% N1 rpm, the temperature rise across
2. Compressor Air Inlet Pressure—an increase in pressure the compressor (inlet to outlet) is approximately 555°F and the
increases air density. pressure ratio is approximately 9.2. The impeller requires a
3. Humidity—an increase in humidity reduces air density. considerable amount of shaft horsepower (approximately 1170
This is a very small factor as compared to temperature and hp) to pump air and to produce a pressure and temperature rise.
pressure changes. The shaft horsepower required by the compressor rotor varies
directly with air density and N1 rpm. The gas producer turbine
4. Ram—an increased ram increases air density. Ram is due rotor must develop the horsepower required by the compressor
to aircraft forward speed. Air temperature and pressure are rotor.
both increased as ram increases, but the increase in
pressure has a considerably greater effect upon increasing Combustion Section
air density than the temperature increase has in reducing The combustion section converts chemical energy into gas
it. energy. The air pumped by the compressor is required for the
At 100% N1, 51,000 rpm, the impeller moves approximately mass flow through the turbine for the development of power. As
80.5 cubic feet/second of air. With NACA standard day static the air flows into the hot section, approximately 20 to 25% of the
sea level conditions (59°F outside air temperature, 29.29 in. oxygen supports combustion of fuel. The remaining air is used
Hg barometric pressure, 0% relative humidity, and 0 ram), air for cooling of hot section components. Most of the cooling air
density is 0.07651 lb/cubic foot. Thus, 80.5 cubic ft/sec times enters the combustion liner in such a manner that the flame
0.07651 lb/cubic foot equals approximately 6.2 lb/second pattern is prevented from impinging on the wall of the
airflow through the engine on a standard NACA day at sea combustion liner. The hot gases of combustion are cooled by
level conditions and 100% N1 rpm. If the air density at the the cooling air, and the cooling air is heated by the hot gases of
compressor inlet is less than on a standard day, the weight of combustion.
airflow per second through the engine is less than 6.2 lb/sec at

2-2
Thus, the resulting temperature of the gases delivered to the in gas temperature will result in an increase in torque developed
turbine section will be within desired limits. The combustion by the turbines. As the torque developed by the gas producer
section must be designed to meet the following operational turbine increases, the N1 rpm increases. The torque developed
requirements: by the power turbine is delivered to the helicopter rotor system
to maintain constant rpm.
The temperature of the gases passing through the turbine is
1. Provide for efficient combustion. sensed by means of four thermocouples at the outlet of the gas
2. Enable the engine to be started at all operational altitudes producer turbine. This temperature is called measured gas
with extremes of ambient conditions. temperature (MGT) and/or turbine gas temperature (TGT).
3. Completely mix cooling air with hot gases of combustion Exhaust Section
for a controlled and uniform gas temperature prior to Exhaust gases from the power turbine are directed into the
flowing into and through the turbine section. exhaust collector support. The exhaust flows at right angles to
4. Control flame length, position, and pattern to prevent hot the engine centerline through one rectangular duct at the top of
spots and/or burning that would reduce liner life and the engine. The helicopter manufacturer provides the duct
efficiency. through which the exhaust gases are ported overboard. The
engine produces some jet thrust from the remaining gas energy.
5. Prevent carbon formations that would reduce combustion
efficiency and shorten liner life.
Turbine Section
The turbine section converts gas energy into mechanical
energy. The design of the turbine section takes advantage of
impact and reaction of the gases passing through the gas
producer and power turbines. Thus, the turbines may be
broadly classified as an impact-reaction type.
Varying fuel flow changes the temperature of the gases
passing through the turbine section and, therefore, the amount
of energy in the gas stream. Varying the gas energy will result
in a variation of the expansion rate of the gases, as well as a
change in velocity through the turbine. Therefore, any increase

2-3

2-4

2-5

2-6
OPERATION OF REQUIRED HELICOPTER COMPONENTS

Helicopter Components the engine. With proper control procedures, the freewheeling
unit enables the pilot to perform a safe autorotational landing.
To better understand the operation of the M250 series engine
it is first necessary to understand the rudiments of helicopter Rotor System
components and their functions. The following paragraphs are
The rotor blades of a helicopter are its wings, propeller, speed,
brief descriptions of these components and their functions.
and directional control. Thus, the helicopter is essentially a set
Airframe of power driven rotating wings that support a weight-carrying
structure.
The airframe is the basic structural framework of the
helicopter, including cabin, tailboom, landing gear, etc. Control System
Powerplant (Engine) There are four controls common to helicopters in general:
The powerplant delivers power to the transmission system, collective pitch control, cycle pitch control, twist grip throttle
which in turn drives the main rotor and the tail rotor. control, and anti-torque pedals.
Transmission System Collective Pitch Lever
The transmission system delivers power from the engine to the The collective pitch lever adds or subtracts pitch (amount of lift)
rotor blades at a specific rpm ratio. to all of the main rotor blades simultaneously. The collective will
control takeoff, climb, and descent of the aircraft. Application of
Cooling System this control is called "up or increase" and "down or decrease"
Adequate engine compartment cooling is essential to the collective.
proper functioning and long service life of the engine and Cyclic Control Lever
engine-mounted components. The cooling system provides
the cooling of the engine compartment. The cyclic lever changes the pitch of the blades in a cycle as
they rotate. Rotor blade lift is increased on one side of the
Freewheeling Unit rotation and decreased on the opposite side. This results in the
The freewheeling unit (overrunning clutch) is a device that blade tip path, and therefore the rotor disk to tilt in the direction
automatically disengages the engine from the rotor system in that horizontal movement is desired. Horizontal airspeed is
the event of an engine malfunction or sudden power loss. controlled by the coordination of the cyclic and collective lever
Thus, the rotor blades will continue to turn without drag from movement.

2-7

2-8
Anti-torque Pedals installations must control the power output of the engine such
The primary purpose is to control the airflow opposing the that the rotor rpm (NR) remains within established limits. The
torque effect on the helicopter from the main rotor rotation. device that allows the engine to drive the rotor but prevents the
With a two bladed tail rotor, the pedals control the pitch of the rotor from driving the engine is called a freewheeling unit or
blades, and thus the amount of anti-torque thrust. With the overrunning clutch. When the engine delivers power to the rotor
anti-torque air duct (MD600N), the angle of the turning vanes, system, the percentage of rotor rpm (NR) and the percentage of
or louvers, at the air outlet are controlled by the anti-torque power turbine rpm (N2) will be the same. N2 and NR rpms are
pedals. Thus the direction of the anti-torque thrust is controlled indicated on the same instrument. When N2 and NR
to counteract the main rotor torque effect. The pedals are used percentages are the same, the tachometer indicator N2 and NR
to maintain aircraft heading parallel to the desired line of flight. needles are "locked." "Split" needles describes a condition
They are also used for on-the-spot (pivot) turns and for aircraft where the percentage of NR is greater than the percentage of
positioning in a hover. Any change in collective pitch will N2. When the needles are split, the engine delivers no power to
require a compensating change in anti-torque thrust. the helicopter rotor, and the helicopter rotor delivers no power to
the engine.
Twist Grip or Throttle Lever
Starting
The twist grip, mounted on the end of the collective pitch stick,
controls the position of the HMU input lever. It has three basic When starting an engine, it is always desirable to have a
positions: cutoff, ground idle, and full open. In the cutoff minimum starter load. Thus, it is necessary that an engine be
position, no fuel is delivered to the fuel nozzle. able to be cranked without the helicopter rotor imposing any
load on the starter. Helicopters powered by the 250 Series
With the twist grip in ground idle, fuel is delivered to the engine engine do not incorporate a clutch system because the free
and the engine will run at ground idle speed. On this turboshaft turbine design permits the starter to crank the gas producer
engine, it is seldom necessary to coordinate twist grip and system without any helicopter rotor load on the starter. When a
collective pitch stick operation, for the twist grip is in the full 250 Series engine is started, N2NR speed will not begin to
open position during most all operations. For manual increase when the starter cranks the engine. N2NR speed
operation, modulation of the twist grip (throttle) is required. gradually increases as N1 speed increases to idle rpm. Thus, a
free turbine allows for stress-free pickup of rotor momentum and
Operation
permits cranking of an engine with the rotor imposing no load on
The rotor speed on a helicopter must be kept within specific the starter.
limits. If rotor rpm is too high, the resulting centrifugal forces
Increase Collective Pitch
can overstress the rotating parts. If the rotor rpm is too low,
excessive rotor blade coning (upward bending) will result. Assume that the engine has been started, is running at
Therefore, the engine control system for helicopter stabilized ground idle, and that takeoff power is required. The

2-9
operator must move the twist grip from ground idle to the full descends, the airflow up through the rotor will maintain NR
open (fly) position. speed, the overrunning clutch will prevent the rotor system from
delivering power to the engine, and the N2NR tachometer
Thus, the ECU power turbine governor function calls for 100% indicator needles will split. During the descent, the pilot
N2NR and fuel flow increases at a controlled rate. Gas maintains the desired airspeed and controls the directional
generator rpm, N1, also increases in response to the movement of the helicopter via the cyclic control. As the
increased fuel flow. Increased airflow and temperature to the helicopter approaches the desired touchdown point, the pilot
power turbine causes N2NR to increase until 100% can be "flares" the helicopter to slow it down by slightly increasing
maintained. The ECU monitors rpm, acceleration rate, and collective. This normally results in a slight increase in NR. As
turbine temperature, thereby avoiding compressor surge and the forward speed decreases, the upward flow of air through the
over-temperatures. The ECU incorporates a surge detection, rotor decreases and NR speed again decreases. Thus, the
recovery, and subsequent surge avoidance function. helicopter settles at a slightly increased rate but with reduced
With the collective lever at minimum, rotor blade pitch is also forward speed. When the helicopter is at the proper height
at minimum and shaft horsepower is relatively low. When the above the touchdown point, the pilot increases collective pitch
collective is increased, the rotor blade pitch increases. This will by pulling the collective pitch lever upward. At this time, the
result in loss of rotor rpm unless fuel flow is increased. The inertia of the rotor is the driving force for the rotor system. With
collective lever linkage incorporates a potentiometer that the increased collective pitch, there will be a downward flow of
signals the electronic control unit to begin increasing fuel flow air through the rotor to decrease the sink rate, and the
when collective is increased. This avoids the characteristic helicopter can make a "soft" touchdown. The NR speed decays
N2NR rpm droop that occurred with the previous control rapidly when the collective pitch is increased. Thus, if increased
system, where fuel flow was not increased until the fuel control collective pitch is initiated too soon on an autorotational landing,
sensed rotor rpm underspeed. a "hard" touchdown will result.
Autorotation Practice autorotational landings can be made by simulating an

engine failure. This is accomplished by moving the twist grip to
In the event of an engine failure during flight, a helicopter can ground idle, which results in the engine output to the helicopter
usually make a safe autorotational landing without damage to rotor being reduced to zero. Thus, the overrunning clutch can
the helicopter or injury to personnel. An autorotation is a function, and the N2NR tachometer indicator needles can "split."
condition of flight wherein helicopter rotor (NR) speed and the
resultant lift are derived entirely from the airflow through the Engine Failure Warning System
rotor system. If an engine fails or power loss is such that The natural pilot response to loss of altitude is to increase the
powered flight is not possible, the pilot must immediately collective pitch. If the loss of altitude is due to an engine failure
initiate autorotation. This is done by moving the collective pitch and the pilot increases collective pitch, N2NR rpm will rapidly
lever down to select minimum rotor pitch. As the helicopter

2-10
decrease and a "soft" autorotational landing may be
impossible. When an engine fails on a helicopter powered by a
reciprocating engine, there is a significant change in sound
level. Thus, the pilot is warned of the engine failure by the
change in sound level. On gas turbine powered helicopters, an
engine failure in flight is not easily detected, as there is very
little sound level variation at the time of power loss. For this
reason, it is desirable that helicopters powered by this engine
be equipped with an engine failure warning system. This
system is incorporated in the electronic control unit (ECU).

2-11
COMPRESSOR ASSEMBLY
The compressor assembly consists of the following: edge of the struts or through the four holes in the double-wall
inner hub. The struts of the compressor front support serve as
• Compressor Front Support
entrance guide vanes, which direct inlet air into the compressor
• Impeller impeller.
• Shroud Housing Impeller Assembly
• Air Bleed Manifold Shroud The titanium compressor impeller consists of one single
• Diffuser centrifugal stage. The impeller is approximately 9-3/4 in. in
• Scroll with Adapters diameter and 3 in. in length with 36 equally spaced blades
located on the forward face. The 36 inducer blades consist of
• Rear Support 18 full length blades and 18 short inducer blades equally
• Compressor Mount spaced between the full length blades. All 36 blades are curved
• Bearings (No. 1 and No. 2) in a clockwise direction as viewed from the rear.
• Oil Seals and Vents The front hub section is machined for the No. 1 bearing and the
seal follower for the oil seal. These are retained on the threaded
Compressor Front Support stub shaft by a cap nut. The aft hub section is machined for the
The compressor front support is a fabricated sheet metal No. 2 bearing, oil slinger, and rotating oil seal. The I.D. is
component consisting of a double-wall inner hub that provides splined for a splined adapter, and is retained by a replaceable
mounting for the compressor rotor front (No. 1) bearing stud and nut. A labyrinth seal is also machined on the aft face.
housing. The compressor front support is made of stainless Balancing is accomplished by removing metal from the forward
steel, and its parts are joined together by a brazing process. hub section and from a balance ring on the aft face of the
Pressure oil is delivered through a tube in the upper left strut for impeller.
the lubrication of the No. 1 bearing. Oil is scavenged from the The gas producer turbine rotor drives the compressor rotor via
No. 1 bearing through a tube in the bottom strut. During icing the turbine-to-compressor coupling, the spur adapter gearshaft,
conditions the anti-icing valve, mounted on the right side of the and the splined adapter. A Teflon split ring mounts behind the
diffuser scroll, delivers hot compressor discharge air to the spur adapter gearshaft front splines to hold oil in the splines.
fitting on the compressor front support. Anti-icing air is The gas producer gear train within the accessory gearbox is
distributed around the support through the cavity formed by the driven by the spur adapter gearshaft’s gear teeth.
double-wall outer skin. Anti-icing air flows from this cavity into
the hollow struts and is exhausted out of the slots on the trailing

3-1
Shroud Housing A manifold cavity in the diffuser receives air through slots
between all the vanes. The pressure between the diffuser vanes
The compressor shroud housing is a one-piece casting of is thus equalized, improving compressor efficiency.
corrosion-resistant steel, with stiffener ribs on the forward face.
The housing has a forward flange for mounting the front support Compressor Scroll
and an aft flange that is mounted on the diffuser studs. Aft of
The scroll is fabricated from corrosion-resistant steel. It collects
the forward mating flange there are twelve (12) equally spaced
the air from the diffuser and directs it to two elbows. Each elbow
slots, circumferentially located for bleed air at the inducer
contains two stainless steel turning vanes that direct air
section of the impeller. The contoured interior shrouds the
rearward into the two compressor discharge air tubes. Located
impeller blades, and its surface is covered with an abradable
at the two elbow outlet ports are air tube adapters. These are
coating. The front clearance of the impeller is controlled at this
bolted to the scroll outlet ports. The diffuser scroll has two
surface.
triangular shaped ports on the left and right side of the front
Air Bleed Manifold face, at the horizontal split line. The right and left ports are
available to the aircraft manufacturer for air extraction. On the
The air bleed manifold shroud is coned shaped, fabricated outer perimeter, below the right hand elbow, there is an opening
steel, enclosing the compressor shroud housing. Its purpose is with threaded holes for mounting the engine anti-ice valve with
to collect the air from the 12 slots in the shroud housing. When two bolts.
N1 RPM exceeds 90%, air is drawn in through these slots. One
flanged opening at the top allows for venting this air. The outlet Rear Compressor Support
flange has four (4) threaded holes. The large diameter flange is
The rear compressor support and the impeller form two
mounted on the forward diffuser studs. The small diameter
labyrinth seals. Each of these seals consists of rotating sealing
opening has a channel for a nonmetallic seal that contacts the
knives that run at close clearance with respect to the aluminum-
outer diameter of the front support and shroud housing flanges.
poly-lined outer seals. Since there is a small clearance, there
Diffuser Assembly will be a small amount of air leakage through the labyrinth
seals. Compressor discharge air, which leaks through the air
The compressor diffuser assembly is fabricated from corrosion- seal, is collected in a chamber formed by the rear support and
resistant steel. There are 25 vanes located in the interior that aft face of the impeller. This chamber pressure is controlled by
form divergent passages that direct air from the impeller into the a vent orifice in the compressor vent tube. This vented air is
scroll. Studs on the forward face are for mounting the shroud directed to the exhaust collector by a tube bolted to the vent
housing and scroll. Studs on the rear face are for the rear tube. Due to the restriction, the pressure in this chamber will be
support and compressor mount. Bolt holes on the outer slightly higher than the pressure within the accessory gearbox.
perimeter are for attaching the scroll assembly. This results in an air pressure differential across the oil seal,
which causes air to flow in a rearward direction through the oil

3-2
seal and into the interior of the accessory gearbox. Thus, oil the rear extension of the rear support are used by a puller to
used to lubricate the No. 2 bearing is retained within the engine. remove the No. 2 bearing by engaging the outer race.
Immediately upstream of the gearbox vent restrictor at the
exhaust collector, a small tube directs some air to the labyrinth Number 1 Bearing
oil seal behind No. 5 bearing. This seal prevents oil leakage The No. 1 bearing housing is retained in the compressor front
from the accessory gearbox into the power turbine rotor cavity. support by a self-locking nut that threads on a stud at the front
When the compressor assembly is attached to the accessory of the bearing housing. Two packings (O-rings) prevent oil
gearbox, an extension of the rear support slides into an opening leakage from between the bearing housing and the front
of the gearbox. This extension aligns the compressor assembly support. Pressure oil, delivered to the upper left strut of the
with the turbine assembly, which is mounted on the rear of the front support, flows through a tube in the strut to the bearing
gearbox. A packing (O-ring) provides the seal between the rear housing, which has one jet that delivers oil to the No. 1 bearing.
support and the gearbox. The rear support and compressor The bearing housing allows for scavenge oil to flow to the
mount assembly are attached to the scroll by 17 nuts. The bottom strut of the compressor front support where it is
compressor mount is used to attach the compressor assembly scavenged back to the accessory gearbox.
to the accessory gearbox. Shimming of the compressor mount The No. 1 bearing oil seal is a minimum leakage face-type seal
at the mounting flanges on the gearbox provides correct that consists of a stationary oil seal assembly and a rotating
alignment of the compressor rotor and the gas producer turbine mating ring seal. The oil seal assembly has a carbon face that
rotor. is spring-loaded against the mating ring seal. A contact type
seal is required at this location to prevent static leakage. The
Number 2 Bearing
mating ring seal and the No. 1 bearing inner race are retained
A labyrinth seal rotor oil slinger and No. 2 bearing inner race are on the impeller shaft by a hex nut. The No. 1 bearing is for
retained on the impeller shaft by a left hand spanner nut. The radial support of the rotor. It is desirable that the compressor
No. 2 ball bearing radially supports and axially positions the rotor be able to rotate about its mass center rather than its
compressor rotor. The No. 2 bearing outer race, housed in the geometric center. A thin film of oil between the bearing outer
rear support, is retained axially by an internal retaining ring and race and the bearing housing allows sufficient radial movement
prevented from rotating by a key in the rear diffuser. The oil for the rotor to rotate about its mass center for smoother
slinger deflects oil away from the No. 2 bearing oil seal. rotation. The oil seal assembly is retained in the bearing
housing by an internal retaining ring. The tangs of the retaining
The clearance between the shroud housing and the impeller
ring protrude through slots in the bearing housing and front
front face is established by a shim between the oil slinger and
support, positioning the "oil in" and "oil out" ports of the bearing
the bearing inner race. Increasing total shim thickness will
housing. The tangs also prevent the housing from rotating
reduce impeller front face-to-front diffuser clearance (moving
within the front support.
the impeller forward) and vice versa. The axially located slots in

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3-4

3-5

3-6

3-7

3-8

3-9
COMBUSTION ASSEMBLY
Compressor discharge air flows through two discharge air provide for the mounting of the fuel nozzle, spark igniter, and
tubes to the combustion outer case, through it’s air distribution the burner drain valve/valves.
basket, and into the combustion liner at the rear of the engine.
The fuel nozzle threads into the boss on the aft side of the
Discharge Air Tubes combustion outer case and extends into the pre-combustion
chamber of the liner. The fuel nozzle centers the combustion
The two identical compressor discharge air tubes are liner and supports the aft end. The igniter plug is radially
fabricated corrosion-resistant steel assemblies. They have a mounted near the aft end of the case at approximately the four
groove on the smaller diameter front end and a flange on the o'clock position. It threads into the boss located on the case and
larger rear end. A braided ceramic rope packing is between extends into the pre-combustion chamber and circumferentially
two split piston ring seals, fit in the grooved end. The air tubes positions the liner.
slip fit into the flange adapter at the scroll elbow outlet ports on
the forward end and are retained to the outer combustion case The burner drain valve is used to drain overboard any fuel that
inlet ports by bolts through flange doubler plates at the aft end. may try to collect in the combustion section after a false start
The split ring and rope packing seal assemblies prevent air where fuel is introduced but ignition does not occur. The valve is
leakage at the forward end and act as a slip joint for spring-loaded open, and closed by compressor discharge air
expansion. The air tubes have an external flange near their pressure. When the air pressure within the combustion outer
forward end where they pass through the firewall vertical case exceeds the spring force, the valve closes.
shield. A two-piece bracket/clamp locates the air tube adapter
Combustion Liner
at the compressor scroll outlet.
The combustion liner, a fabricated high temperature corrosion-
Outer Casing resistant steel assembly, is positioned at the rear by the fuel
The combustion outer casing is a fabricated corrosion- nozzle and spark igniter. It is supported and positioned at the
resistant steel assembly that is secured to the gas producer front by the first-stage turbine nozzle shield. The combustion
turbine support. It houses the combustion liner and forms the liner is designed to control flame length and position within the
outer wall of the combustion section. The combustion section liner. The pre-combustion inlet chamber, with a conical shaped
of the engine has a unique air entry wherein compressor baffle, provides a rapid fuel/air mixing area. Most of the air
discharge air is delivered through the two diffusing compressor delivered to the combustion section flows to the inside of the
discharge air tubes to inlet ports located on each side of the combustion liner through holes and slots. A small percentage of
combustion outer case. An air distribution basket, within and a the air remains on the outside of the combustion liner. This air is
part of the outer case, has openings through which air can flow delivered to the turbine section where it is used for cooling and
to the plenum surrounding the combustion liner. The gas producer turbine rotor balance air. A pin in the forward lip of
combustion outer casing has internally threaded bosses that the liner mates with a slot in the first-stage nozzle shield to
ensure alignment.

4-1
Marking of Components
Any engine components exposed to a high temperature
operating environment should be protected from damage that
may occur due to improper marking of the material. The
engine Operation and Maintenance manual will provide a
listing of currently approved marking pens and pencils and the
manufacturers of those products. Only these marking
products should be used, following the directions for specific
applications and temperature ranges, on any hot section
component

4-2

4-3

4-4

5-1

5-2
GAS PRODUCER TURBINE ASSEMBLY

The turbine section of the engine incorporates a two-stage gas cover is retained to the gas producer support by ten bolts that
producer turbine and a two-stage power turbine. Power to thread into the first-stage turbine nozzle, securing both of these
drive the compressor rotor and gas producer gear train is parts to the support. A metallic U-ring gasket is used at the cover
provided by the gas producer turbine rotor. The power turbine split line to seal the oil sump.
rotor develops the power that drives the power turbine gear
The basic nozzle portion is an investment casting of vanes and
train and the helicopter rotor system. The two turbine rotor
inner and outer supporting bands. The 250-C47B/47M flow area
assemblies are not mechanically coupled, but they are gas
is increased (from previous M250 engines) to handle greater air
coupled, i.e., exhaust gases flow through the four turbine
flow from the compressor. The 20 vanes are hollow with cooling
stages.
air distribution tubes inserted and welded at the O.D. Each
Gas Producer Turbine Support Assembly distribution tube has ten air holes on the rear side so that cooling
air can cool the inside of the vane leading edges. The air then
The gas producer turbine (GPT) support is a one-piece, flows forward through the vane interior and exists through two
stainless steel, investment casting. It consists of a hub with slots in the vane trailing edges. The vane assembly inner band
five hollow radial struts and a cylindrical flanged case. The gas has five slots to allow for expansion. Five of the vanes have
producer turbine support serves primarily as a casing for the extended edges that are open to permit assembly around the gas
passage of the turbine operating gas and as the rear support producer turbine support struts. These openings are referred to
for the gas producer turbine rotor. The outer race of the No. 8 as saddles. The flange portion has tapped holes for the 10 bolts
bearing and the stator portion of the No. 8 bearing labyrinth that retain the first-stage nozzle to the gas producer turbine
seal are retained in the hub of the gas producer turbine support. A flexible sheet metal diaphragm is trapped against the
support by a thrust plate. The plate is secured by a retaining nozzle inner ring flange by six segment lugs welded to the flange.
ring. A tang on the thrust plate engages a slot on the bearing This permits axial and radial thermal growth of the first-stage
outer race and a slot in the bearing housing to prevent nozzle relative to the support. The diaphragm has a ring of small
rotation. holes that direct cooling air to the rear side of the first stage wheel
Two of the five hollow struts are used by the lubrication near the base of the blades.
system. The gas producer turbine support oil pressure tube The first-stage turbine nozzle shield, a nickel alloy assembly, is
delivers pressure oil through the upper left strut to the oil retained in the gas producer turbine support by the first-stage
nozzle that is an interference fit in the gas producer turbine nozzle and two positioning plugs. These plugs thread into bosses
support. The oil nozzle then sprays oil onto the No. 8 bearing. and extend through the gas producer turbine support into the
This lubricating oil drains to the bottom of the gas producer nozzle shield. The outer band of the nozzle shield is joined to the
turbine support oil sump and exits through the bottom strut to a dome section by five strut air shields. The air shields are called
scavenge oil fitting attached to the strut outlet. The oil sump

5-3
saddles, for they fit around the gas producer turbine support A forged energy absorbing ring is located around the outside of
struts. The air shields have mating flanges that slip inside the the gas producer nozzle assemblies, inside of the turbine
first-stage nozzle saddles. Thus, the gas producer turbine support. It is positioned by four tangs on the front edge. Its
support struts are surrounded and shielded from the turbine purpose is to absorb the energy in the unlikely event of a gas
gas path, and cooling air can flow around the struts and the producer turbine rotor failure.
inside of the saddles to the cavity on the front side of the first-
The gas producer turbine support case has two flanges. The rear
stage turbine nozzle shield dome. Struts at the 1, 3, and 9
flange provides for attachment to the combustion outer case. The
o'clock positions have been machined to allow additional
front flange is for attachment of the gas producer turbine support
cooling air to the cavity and to cool these struts. The forward
to the power turbine support. The front flange has eight equally
section of the combustion liner slides over the outer band of
spaced slots for locating the second-stage nozzle
the first-stage turbine nozzle shield that supports the liner. The
circumferentially and radially. The second-stage nozzle has tangs
outer band has a slot that aligns with a pin in the combustion
that fit into these slots. The outside diameter has a balance air
liner channel and prevents the liner from rotating. Thus, it
annulus that transfers high pressure air from within the gas
prevents excessive wear on the fuel nozzle and igniter plug.
producer turbine support to the power turbine support horizontal
Exhaust gases from the combustion liner are directed into the
struts.
first-stage nozzle by means of the first-stage turbine nozzle
shield. The dome of the first-stage turbine shield has a double The No. 6 bearing outer race, a bearing spacer, and the No. 7
wall that is used to shield the gas producer turbine support oil bearing outer race are housed in the power turbine support. An
sump. internal retaining ring secures these parts in the power turbine
support. The power turbine support has two internal grooves that
The second-stage nozzle is a fabrication of two nickel alloy
house damper segments surrounding the two bearings. Eight
parts. A sheet metal diaphragm is keyed to the nozzle section
damper segments (mass isolators) are in each of these grooves.
with five keys similar to the first-stage nozzle. The nozzle
These damper segments contact the outer races of the No. 6 and
section is an investment casting of vanes and inner and outer
No. 7 bearings and permit the two turbine rotor assemblies to
bands. Fore and aft extensions on the outer band, shrouds the
rotate around their mass center rather than their geometric
first- and second-stage blades. Eight of the vanes are hollow
center. This reduces vibration levels for the engine.
to provide passages for delivery of cooling air to the front side
of the first-stage wheel. The diaphragm of the second-stage Gas Producer Turbine Rotor Assembly
nozzle shrouds the sealing "knives" on the first- and second-
The gas producer turbine rotor consists of the first- and second-
stage wheels where the two wheels contact. The second-stage
stage wheels, tie bolt, and tie bolt nut. Both wheels are
nozzle must be installed between the first- and second wheels
investment castings of nickel alloy. The blades are cast integral
prior to balancing the gas producer turbine rotor. Therefore,
with the wheels. The wheels incorporate sealing knives, bearing
the second-stage nozzle becomes a part of the gas producer
shafts, splines, threads, and balance stock as machined features.
turbine rotor assembly.

5-4
The first-stage wheel has a bearing shaft that extends radially supports the aft end of the gas producer turbine rotor.
rearward. The No. 8 bearing and the rotating part of its The No. 8 bearing incorporates a fractured outer race. The race
labyrinth seal are retained on the bearing shaft by a spanner can thus be spread to facilitate loading more ball bearings
nut. The front of the first-stage wheel has face-type (Curvic® between the races. Wire rings hold the outer race fracture
Coupling) splines that mate with similar splines on the rear together. A damper ring fits over the outer race. It has a slightly
face of the second-stage wheel. These splines transmit torque reduced O.D. in the center. Oil is directed into this area through a
and center the two wheels with each other. Sealing knives are small hole in the housing bearing bore. This "squeeze film oil"
machined on both wheels where they spline together. The supports the bearing and allows it to move slightly off its
diaphragm portion of the second-stage nozzle shrouds these geometric center of rotation. Experience has indicated that a rotor
sealing knives. The resulting labyrinth seal controls the flow of will run more smoothly if it does not have to run on its geometric
cooling airflow over the front face of the first-stage wheel and center, on which it was balanced. It can revolve around it’s mass
the rear face of the second-stage wheel. The second-stage center.
wheel has a bearing shaft that extends forward. The No. 7
The No. 7 bearing, housed in the power turbine support, provides
bearing, an oil slinger, and the rotating part of the No. 7
radial support for the forward end of the gas producer turbine
bearing air/oil seal are retained on this bearing shaft by a
rotor. During operation, the gas producer turbine rotor tends to
splined adapter and a splined lock nut. The front side of the
move forward. To minimize the axial load on the No. 8 bearing,
second-stage wheel has one set of sealing knives machined
high pressure air is extracted from the gas producer turbine
as part of the wheel. The power turbine support shrouds these
support and delivered to the thrust balance chamber on the front
sealing knives and the rotating part of the No. 7 bearing air/oil
side of the second-stage wheel. This results in a rearward thrust
seal to form three seals. The front inner labyrinth seal is the oil
loading on the gas producer rotor, relieving to some degree the
seal for the No. 7 bearing, and the other two labyrinth seals
axial load on the No. 8 bearing.
minimize leakage out of the thrust balance chamber on the
front side of the second-stage wheel. The forward end of the The torque output of the gas producer turbine rotor is delivered to
second-stage wheel bearing shaft has external splines. The the compressor rotor via the turbine to compressor coupling,
splined adapter is held on the second-stage wheel by a sometimes called the bean-shooter. This coupling is individually
splined lock nut, threaded on a stud protruding from the head balanced so no special alignment is needed. It is internally
of the rotor tie bolt. The first- and second-stage wheels are splined but is installed only one way because the forward end,
retained together by a tie bolt and spanner nut. Balance stock which has recessed splines, mates with the spur adapter
is removed from first- and second-stage wheels for dynamic gearshaft. This gearshaft has an integral gear that drives the gas
balance of the gas producer turbine rotor. producer gear train in the accessory gearbox. The aft side of the
coupling mates with the splined adapter of the gas producer
The gas producer turbine rotor must be radially supported and
turbine rotor and acts as the lock for the splined lock nut.
axially retained. The No. 8 bearing, housed in the gas
producer turbine support, serves as the thrust bearing and it

5-5

5-6

5-7

5-8

5-9

5-10
POWER TURBINE ASSEMBLY

The power turbine assembly consists of a power turbine support delivers gas producer turbine rotor thrust balance air
bearing support, a two-stage rotor, and an exhaust collector through the right horizontal strut to the balance chamber formed
assembly. by the power turbine support and front face of the second-stage
wheel.
Bearing Support
The oil sump cover is attached to the power turbine support by
The power turbine bearing support is a one-piece, stainless four bolts. The threaded end of the bolts terminates in a
steel investment casting. It consists of a hub with four hollow cylindrical dowel that is used to locate the third-stage nozzle
radial struts and a cylindrical flanged case. Additional details radially and circumferentially. The oil sump cover is sealed to the
are brazed to the casting to provide the necessary oil seals, power turbine support by one metallic U-ring gasket.
vent passages, and air tubes. The power turbine support
serves primarily as a casing for the passage of turbine Oil, used to lubricate the No. 6 and the No. 7 bearings, is retained
operating gas and the support for the front of the gas producer within the power turbine support oil sump by two labyrinth seals.
turbine rotor and the rear of the power turbine rotor. The outer One of these seals is formed by the power turbine support and
race of the No. 7 bearing, a bearing spacer, and the No. 6 the front set of sealing knives on the shaft of the second-stage
bearing are retained in the hub of the power turbine support by wheel. The other seal is formed by the oil sump cover and the
an internal retaining ring. The hub bore has two damper labyrinth seal, which is a subcomponent of the power turbine
segment slots. The damper segments contact the outer races rotor. In order for these labyrinth seals to prevent the loss of oil, it
of the No. 6 and No. 7 bearings. There is a small clearance is necessary to establish a labyrinth seal air pressure that is
between the outer races of these bearings and the bore of the somewhat above the air pressure within the power turbine
power turbine support hub. Thus, the damper segments permit support oil sump. As long as this pressure differential is
the two turbine rotor assemblies to rotate around their mass maintained, air will flow through the labyrinth seals and into the oil
center rather than their geometric center. This reduces sump. Thus, oil cannot flow out. Labyrinth seal pressure is
vibration levels for the engine. established by air that flows past the power turbine support and
the rear set of sealing knives on the seal located around the shaft
Two of the four hollow radial struts are required by the of the second-stage wheel. The other air seal is formed by the oil
lubrication system, The power turbine support oil pressure sump cover and the large diameter sealing knives of the rotating
tube fits through the upper strut. This tube has an oil jet that seal located on the aft side of the power turbine rotor.
delivers oil to lubricate the No. 6 and No. 7 bearings. This
lubricating oil drains through the bottom strut into the external The third-stage nozzle is a one-piece, nickel alloy, investment
oil sump. One of the four hollow radial struts is used to deliver casting with vanes and an inner and outer band. The inner band
gas producer turbine rotor balance air to the thrust balance has four slots that pilot on the dowel ends of four bolts that retain
chamber. A slot on the inside diameter of the power turbine the oil sump cover. The third-stage nozzle has four special vanes

5-11
similar to the first-stage nozzle that are cored open to permit support. The fourth-stage nozzle must be installed between the
assembly around the power turbine struts. These cored third- and fourth-stage wheels prior to the balance of the power
openings are called saddles. turbine rotor. Therefore, the fourth-stage nozzle becomes a part
of the power turbine rotor assembly.
The third-stage nozzle shield, fabricated of a nickel alloy, has
an outer band, an inner band, and four strut air shields. The air Power Turbine Rotor Assembly
shields are called saddles, for these fit around the power
turbine support struts. The air shields have mating flanges that The power turbine rotor consists of a power turbine coupling outer
slip inside the third-stage saddles. The outer band of the third- nut, power turbine (outer) shaft, power turbine coupling inner nut,
stage nozzle shield slip fits into the second-stage nozzle fourth-stage wheel, metallic ring gasket, third-stage wheel,
where it shrouds the second-stage blades. The inner and outer labyrinth seal, and the power turbine coupling bearing inner race
bands of the third-stage nozzle shield slip fit into the inner and (inner shaft). The third- and fourth-stage wheels are nickel alloy
outer bands of the third-stage nozzle. Thus, the third-stage investment castings. The blades and shroud ring around the
nozzle shield directs the exhaust gases from the gas producer blade tips are cast integral with the wheels. The wheels are
turbine into the third-stage nozzle. An insulation blanket is splined together with face-type (Curvic® Coupling) splines. These
located between the power turbine support outer wall and the splines transmit torque and allow the two wheels to center with
third-stage nozzle and shield assemblies. The purpose of the each other. A metal gasket ring covers these splines to prevent
blanket is to reduce heat radiation to the support wall. hot gasses from entering the power turbine sump. The wheels
and labyrinth seal are clamped together by the power turbine
The power turbine support has four thermocouple mounting coupling/bearing inner race (now called the inner shaft) and the
bosses. Thermocouples extend through these bosses and the power turbine coupling inner nut that threads onto it. The
third-stage nozzle shield into the gas path. They are a part of rearmost part of the power turbine coupling bearing inner race is
the measured gas temperature (MGT) indicating system. the inner race of the No. 6 bearing. The power turbine shaft is
The fourth-stage nozzle is fabricated of two nickel alloy parts. splined to the fourth-stage wheel with Curvic® Coupling splines.
A sheet metal diaphragm and seal assembly is attached to the The power turbine coupling outer nut threads onto the fourth-
nozzle section by a tang and groove. This allows the assembly stage wheel, and this nut retains the power turbine shaft to the
to move more freely during expansion. The nozzle section is fourth-stage wheel. The front face of the third-stage wheel has
an investment casting of vanes and inner and outer bands. labyrinth seal knives that form a seal at the inner diameter of the
The diaphragm shrouds labyrinth seal knives on the front face fourth-stage nozzle. This labyrinth seal serves as an interstage
of the third-stage wheel. The outer band of the fourth-stage seal between the third- and fourth-stage wheels to prevent
nozzle has front and rear extensions that shroud the third- and pressurization by the turbine operating gas. Located between the
fourth-stage wheels. The fourth-stage nozzle is radially and power turbine coupling bearing inner race flange and the third-
circumferentially positioned by eight tangs on the nozzle outer stage wheel hub is the dual labyrinth seal. This seal consists of
band that engage slots in the front flange of the power turbine

5-12
two sets of knife seals of different diameters. The larger by the six studs on the gearbox. The retainer is attached to the
diameter knife seals act as an air seal, the smaller diameter as shield assembly by seven bolts and is used to retain the firewall
the oil seal. horizontal shield assembly.
The power turbine shaft to pinion gear coupling is splined on The horizontal shield, a stainless steel metal stamping, slips into
both ends. It splines into the power turbine (outer) shaft and the slip joint retainer and is retained by two bolts that thread into
into the helical power train drive (pinion) gear. This coupling two fireshield brackets on the exhaust collector support to power
transfers torque from the power turbine rotor to the power turbine support splitline. The attaching bolts for the external oil
turbine gear train in the accessory gearbox. sump and the scavenge oil fitting also provide additional support
for the horizontal shield.
Exhaust Collector Support
Accessories mounted on the rear side of the accessory gearbox
The exhaust collector support, fabricated of stainless steel operate in the cooler area because of the horizontal shield that
castings and sheet metal, performs many functions. It supports minimizes the radiation of heat into the accessory area. To further
the hot section of the engine, it contains the exhaust gas reduce heat radiation, there is an insulation blanket located
collector and outlet, and it supports the No. 5 bearing. The between the lower portion of the exhaust collector support and
duct has one rectangular outlet. The structural portion of the shield assembly. The insulation is retained on the shield by two
exhaust collector support is a casting that forms the bearing bolts.
support and seal housing, and it has integral struts attached to
a segmented mounting flange. This flange is attached to the The power turbine oil seal stator, thrust plate, outer race of the
rear flange through sheet metal formed to an approximately No. 5 bearing, and spacer are retained in the exhaust collector
semicircular lower section and a fan shaped top strut that support by an internal retaining ring. The labyrinth seal rotor and
passes through the exhaust outlet duct. The exhaust collector the inner race of the No. 5 bearing are retained on the front end
support is retained to the accessory gearbox cover by six of the power turbine shaft by a spanner nut. The labyrinth oil seal
studs that pass through the front flange. The power turbine stator receives air from the compressor rear air seal vent system.
support is bolted to the rear flange. A preformed packing This air is taken from the rear compressor support to exhaust
provides a seal between the exhaust collector support hub collector vent tube, upstream of the pressure control restrictor. It
where it fits into the accessory gearbox cover pinion gear is delivered to the No. 5 bearing seal stator through a small radial
bearing cage. tube that pilots in a hole in the exhaust collector bearing boss. A
channel receives the air and directs it inward through a series of
Firewalls small holes. The inner diameter of the seal stator is coated with
The firewall vertical shield assembly is located between the an abradable material. The pressure air can flow forward and
exhaust collector support and the accessory gearbox cover. rearward between the knife edges of the rotor and the stator inner
The assembly consists of a corrosion resistant steel stamping diameter. As long as air can flow forward into the No. 5 bearing
and firewall slip joint retainer. The shield assembly is retained sump (accessory gearbox), oil will not flow out.

5-13

5-14

5-15

5-16

5-17
TURBINE COOLING AND BALANCE AIR

Air is required for cooling certain components in the turbine wheel. Most of this cooling air flows toward the base of the first-
and to balance the forward thrust of the gas producer turbine stage turbine wheel blades, where it joins the main exhaust gas
rotor. Not all of the air delivered to the combustion outer case stream. Some of this cooling air flows toward the centerline of the
flows to the interior of the combustion liner. A small engine over the rear face of the first-stage turbine wheel to the
percentage of the air flows forward through in the annular gas producer turbine rotor rear (No. 8) bearing labyrinth seal. Oil,
passage around the combustion liner. This air, delivered to the delivered to the No. 8 bearing, is scavenged out of the gas
gas producer turbine support, is metered and directed as producer turbine support oil sump. The pump, which scavenges
required for cooling air and balance air. oil from this sump, has a much greater capacity to pump oil than
there is oil present. Consequently, some air will be pumped out of
The first-stage nozzle vanes are air cooled. This design allows
the sump with the oil. The resultant pressure differential across
the turbine inlet temperature to be increased approximately
the No. 8 bearing labyrinth seal causes air to flow through the
20°F from previous engines thus achieving higher rated power
seal and into the oil sump. Thus, airflow through the seal
without sacrificing turbine hardware durability. The 20 hollow
prevents oil leakage out of the oil sump into the gas path.
vanes each have an air distribution tube installed. Ten holes
direct air against the inside of the vane leading edges. The air Cored passages through the vanes of the second-stage turbine
then flows forward through the vane interior and exits through nozzle transfer cooling air from an annular chamber to the
two slots in the vane trailing edges. downstream side of the first-stage turbine wheel via holes on the
rear side of the second-stage turbine nozzle inner band. Most of
The first-stage turbine nozzle and first-stage turbine nozzle
this cooling air flows toward the base of the first-stage turbine
shield each have saddles that fit together to form annular
wheel blades where it joins the main exhaust gas stream. A small
passages around the five radial struts of the gas producer
amount of this cooling air flows over the front face of the first-
turbine support. Cooling air flows through these annular
stage turbine wheel, through a labyrinth seal, and over the rear
passages toward the center of the engine into a cavity formed
face of the second-stage turbine wheel into the main exhaust gas
by the first-stage turbine nozzle shield, first-stage turbine
stream. The labyrinth seal is formed by the second-stage turbine
nozzle, and the hub section of the gas producer turbine
nozzle, which has a diaphragm that shrouds the labyrinth seal
support. The 1, 3:30, and 8:30 o'clock radial struts have
knives on the first- and second-stage turbine wheel contact
additional slots on the leading edge directing cooling air into
flanges.
this cavity. This provides cooling air to insulate the No. 8
bearing sump. Also, this reduces the strut temperature that Gas producer turbine rotor balance air is extracted from the gas
reduces thermal dimensional changes. The diaphragm portion producer turbine support. The second-stage nozzle outside
of the first-stage turbine nozzle has holes that meter the diameter has a balance air annulus that transfers the balance air
cooling air delivered to the rear face of the first-stage turbine to one slot in the power turbine support. The power turbine

5-18
support has four hollow radial struts. One of these struts the labyrinth seal pressure. The rear labyrinth seal is formed by
delivers the balance air into the thrust balance chamber the power turbine support, and the front labyrinth seal is formed
formed by the power turbine support and the second-stage by the oil sump cover and rotating labyrinth seal. The labyrinth
turbine wheel. The power turbine support and the second- seal pressure is somewhat higher than the pressure in the power
stage turbine wheel form three labyrinth seals. turbine support oil sump. Because of this air pressure differential,
air flows through the two labyrinth seals into the oil sump, thus
The front face of the second-stage wheel has three sets of
preventing oil leakage out of the oil sump. The oil sump is vented
labyrinth seal knives that are shrouded by the power turbine
to the interior of the accessory gearbox through the annular
support. Air leakage from the thrust balance chamber is
passage around the outside of the turbine to compressor
minimized by two of these labyrinth seals. Airflow through one
coupling.
of the outer seals flows toward the base of the second-stage
turbine wheel blades where it then joins the main exhaust gas The temperature of the gases in the third and fourth turbine
stream. Airflow through the inner seal supplies air used by the stages is low enough that it is not necessary to provide cooling air
labyrinth oil seal. The air pressure in the thrust balance to the front face of the third-stage turbine wheel or to the fourth-
chamber, acting on the front face of the second-stage wheel, stage turbine wheel. However, it is necessary that there be a
works against the forward thrust of the gas producer turbine labyrinth seal between the fourth-stage turbine nozzle and the
rotor. Thus, balance air reduces the axial loading on the No. 8 power turbine rotor to minimize the flow of exhaust gases over
bearing. the front face of the third-stage turbine wheel and the rear face of
the fourth-stage turbine wheel. This labyrinth seal is formed by
The power turbine support oil sump cover shrouds two sets of
the rotating knives on the third-stage turbine wheel and the
rotating labyrinth seal knives. The rotating portion is a part of
diaphragm portion of the fourth-stage turbine nozzle. The third-
the power turbine rotor assembly. Air from the thrust balance
and fourth-stage turbine wheel blades have shrouds with rotating
chamber is delivered through a passage in the power turbine
knives that are shrouded by the fourth-stage turbine nozzle.
support to the oil sump cover. The oil sump cover has four
These labyrinth seals minimize the leakage of exhaust gases past
slotted passages that introduce balance chamber air to the oil
the tips of the third- and fourth-stage turbine blades, thereby
seal cavity, thus reducing the flow of hot turbine gas around
increasing turbine efficiency.
the oil seal. A small amount of this air in the oil seal cavity can
flow in two directions: one toward the second-stage wheel and A metallic ring seal fits inside the Curvic® Coupling splines
the other towards the power turbine support. between the third- and fourth-stage turbine wheels. This seal
prevents exhaust gases on the rear side of the fourth-stage wheel
Most of the air used to establish the labyrinth seal pressure is
from entering the bearing sumps.
supplied from the thrust balance chamber through the labyrinth
seal formed by the power turbine support and the oil seal rotor
on the second-stage turbine wheel shaft. Oil is retained in the
power turbine support oil sump by two labyrinth seals that use

5-19

5-20
ACCESSORY GEARBOX
The accessory gearbox assembly consists of a gearbox Gas Producer Gear Train
housing, gearbox cover, gas producer gear train, power
turbine gear train, oil pump assembly, oil filter assembly, and The gas producer turbine rotor develops the torque required to
the necessary oil tubes to carry pressure and scavenge oil as drive the compressor rotor and the gas producer gear train. The
required by the lubrication system. turbine to compressor coupling transfers torque from the gas
producer turbine rotor to the spur adapter gearshaft. The spur
The gearbox housing and gearbox cover support the gas adapter gearshaft transfers torque to the splined adapter. The
producer and power turbine gear trains. Since these two splined adapter transfers torque to the compressor rotor. The gas
structural pieces are magnesium alloy castings, they employ producer gear train is driven by the spur gear on the spur adapter
steel bearing cages that are pinned in place. The gears in the gearshaft. The turbine-to-compressor coupling splines onto the
two gear trains are straddle-mounted, cantilever-mounted, or gas producer turbine rotor splined adapter, and onto the spur
spindle-mounted. A straddle-mounted gear has a bearing on adapter gearshaft. The spur adapter gearshaft splines into the
both sides of the gear. A cantilever-mounted gear has its compressor spline adapter and is located by the No. 2-1/2
bearings on one side of the gear. A spindle mounted gear bearing. The No. 2-1/2 bearing inner race is a press-fit onto the
houses one bearing on a spindle. Some of the gears in the spur adapter gearshaft. The bearing outer race and rollers are
gearbox are compound gear assemblies. A compound gear mounted in a bearing cage that is mounted to the gearbox cover.
assembly consists of one gearshaft with two gears. A The outer race is held in place by a retainer ring and spacer. This
gearshaft is a one-piece assembly that consists of a shaft and entire assembly is located inside the pinion gear. To simplify later
gear, or gears. explanations, a number has arbitrarily been assigned to each
gear. The gas producer gear train incorporates the following
gears with the gear ratios and rpms indicated:
Identifying Nomenclature Gear ratio rpm at 100% N1

number on chart
1 Spur adapter gearshaft 1 to 1 51,000
2 Spur gas producer train gearshaft 0.2442 to 1 12,454
3 Spur idler gearshaft 0.0825 to 1 4,205
4 Spur idler gearshaft 0.2442 to 1 12,454
5 Spur fuel control and oil pump gearshaft 0.0825 to 1 4,205
6 Generator idler gearshaft 0.1814 to 1 9,251
7 Starter generator gearshaft and spare drive 0.2351 to 1 11,989

6-1
Gear 1, which rotates at N1 rpm, is the drive gear for the gas During normal engine operation, this gear drives the starter-
producer gear train. Gear 2 is a straddle-mounted compound generator, which supplies the aircraft with electrical power. When
gear that drives gear 3. The oil tank is vented to the interior of an engine is started, the starter-generator delivers torque to gear
the accessory gearbox, and the accessory gearbox is vented 7 that, in turn, transfers torque through gears 6, 5, 4, 3, and 2 to
overboard through holes in the web of this gear. These holes gear 1. Thus, gear 1, which is on the spur adapter gearshaft,
allow air to flow from the gearbox interior to the center of the drives the gas producer rotor system when the engine is driven
shaft of gear 2. The shaft delivers this vented air to the by the starter.
overboard vent portion on the top right side of the gearbox
The gears and bearings of the gas producer gear train are lightly
housing adjacent to the top mount pad. Since gear 2 rotates at
loaded and require minimal oil for lubrication. These gears and
12,454 rpm at 100%, it serves as an air/oil separator to
bearings are lubricated by oil vapor and mist within the accessory
minimize the loss of oil vapor through the overboard vent.
gearbox. Oil mist is generated by two oil jets spraying on the
The straddle-mounted gears, 3 and 4, act as idler gears for rotating spur adapter gearshaft that incorporates holes to
gear 5. The cantilever-mounted gear 5 drives the introduce oil onto the shaft splines. Also, the oil used to lubricate
hydromechanical unit (HMU) on the aft side of the gearbox, the power turbine gear train gears and bearings, torquemeter,
the oil pump assembly within the gearbox, and the optional and main bearings numbers 2, 3, 4 and 5, must be collected and
gas producer tachometer generator on the forward side of the scavenged. As this oil drains to the accessory gearbox oil sump,
gearbox. A splined flex coupling transfers torque from gear 5 it contacts rotating parts, which adds to the oil mist and vapor
to the spur oil pump and gas producer tachometer gearshaft. within the gearbox.
This gearshaft, a part of the oil pump assembly, drives the
A spring-loaded lip type seal, referred to as a plain encased seal,
pressure oil pump, the scavenge oil pumps, and the gas
is provided for each accessory drive shaft. These drive locations
producer tachometer generator pad (not used on FADEC
include the HMU pad, the unused tachometer-generator pad, the
engine designs).
starter-generator pad, spare drive pad, and the spur gas producer
Gear 5 drives straddle-mounted gears 6 and 7. Gear 6 is the train gearshaft at the overboard vent port. In the event of leakage,
generator idler gearshaft that transfers the drive for gear 7, any one of the seals can be replaced without disassembly of the
which is the starter-generator gearshaft and spare drive on the gearbox using the appropriate special tooling.
forward side.

6-2

6-3

6-4

6-5

6-6

6-7

6-8

6-9
Power Turbine Gear Train — C47B The shaft of gear 10 delivers power to the output pads located on
the front and rear sides of the accessory gearbox.
The power turbine rotor develops the torque required to drive
the power turbine gear train. The turbine shaft to pinion gear The spindle-mounted gear 11, driven by gear 10, drives gear 12.
coupling transfers torque from the power turbine rotor to the The straddle-mounted gear 12 drives the unused power turbine
helical power train drive (pinion) gear. This coupling splines tachometer generator pad on the front side of the gearbox, and
into the power turbine shaft at the rear and into the pinion gear the PMA on the rear side of the gearbox.
at the front. To simplify later explanations, a number has At 100% N2 rpm, the power turbine rotor rotates at 32,183 and
arbitrarily been assigned to each gear in the power turbine the power output shaft of gear 10 rotates at 6,317. This reduction
gear train. The power turbine gear train incorporates the in speed is accomplished in two stages of gear reduction. Gear 8
following gears with the gear ratios and rpms as indicated. and the larger gear of gear 9 provide a first-stage reduction of
Gear 8, which rotates at N2 rpm, serves as a pinion gear to 3.05 to 1 (32,183 to 10,524 rpm). The small gear of gear 9 and
drive the power turbine gear train. Gear 8 is a straddle- gear 10 provide a second-stage reduction of 0.6 to 1 (10,524 to
mounted gear supported in a steel bearing cage in the 6,317 rpm). These two stages of reduction provide an overall
gearbox cover. The straddle-mounted compound gear 9 is reduction of 5:09:1 (32,183 to 6,317 rpm).
driven by gear 8. Gear 9 drives the straddle-mounted gear 10.
Identifying number Nomenclature Gear ratio rpm at 100% N1

on chart
8 Helical power train drive (pinion) gear 1 to 1 32,183
9 Helical torquemeter gearshaft 0.327 to 1 10,524
10 Helical power take-off gearshaft 0.1963 to 1 6,317
11 Spur power train idler gear 0.165 to 1 5,312
12 Spur power train tachometer& HMU gearshaft 0.1370tol 4,410
13 Helical idler gear—optional 0.509 to 1 16,377
14 Spare drive gear—optional 0.384 to 1 12,634

6-10
Helical gearing is incorporated in these two stages of gear can be replaced without disassembly of the accessory gearbox
reduction. Helix angles are such that both stages of reduction using special tooling.
produce a forward axial thrust on gear 9 during normal
operation. If friction is neglected, this axial thrust is directly
proportional to the torque transmitted through the gears. Gear
9 is a part of the torquemeter. The forward thrust of gear 9 is
balanced by oil pressure. The oil pressure to counteract the
forward thrust of gear 9 is a function of the transmitted torque.
Thus, the greater the torque transmitted, the higher the oil
pressure within the torquemeter. This oil pressure is sensed by
a helicopter furnished system that provides the operator with
an indication of the power output of the engine. A more
complete description of the torquemeter and its operation will
be found in the torquemeter discussion.
The helical power train drive (pinion) gear front bearing is
referred to as the No. 3 bearing, and the helical power train
drive (pinion) gear rear bearing is referred to as the No. 4
bearing. This is done to simplify the oral or written
explanations of this engine.
Some of the gears and bearings of the power turbine gear
train require direct oil for lubrication and cooling. Therefore, oil
jets direct oil onto the first and second stages of gear
reduction, No. 3 bearing, No. 4 bearing, and the bearings in
the torquemeter. The remaining gears and bearings of the
power turbine gear train are lubricated by oil mist and vapor in
the accessory gearbox.
Plain encased seals are employed to prevent oil leakage out of
the accessory gearbox. A plain encased seal is a spring
loaded lip type seal that contacts the drive shaft. This type of
seal is used at the following pads: front power output, rear
power output, tachometer generator, spare drive pad, and
HMU. In the event of excessive leakage, any one of the seals

6-11

6-12

6-13

6-14
Power Turbine Gear Train—C47M The spindle-mounted gear 11, driven by gear 10, drives gear 12.
The straddle-mounted gear 12 drives the unused power turbine
The power turbine rotor develops the torque required to drive tachometer generator on the front side of the gearbox, and the
the power turbine gear train. The turbine shaft to pinion gear PMA on the rear side of the gearbox. The straddle-mounted
coupling transfers torque from the power turbine rotor to the compound gear is driven by the power takeoff gear 10. Optional
helical power train drive (pinion) gear. This coupling splines gears 13 and 14 provide drive to the spare pad when an
into the power turbine shaft at the rear and into the pinion gear additional generator is required.
at the front. To simplify later explanations, a number has
arbitrarily been assigned to each gear in the power turbine At 100% N2 rpm, the power turbine rotor rotates at 30,650 and
gear train. The power turbine gear train incorporates the the power output shaft of gear 10 rotates at 6,016. This reduction
following gears with the gear ratios and rpms as indicated. in speed is accomplished in two stages of gear reduction. Gear 8
and the larger gear of gear 9 provide a first-stage reduction of
Gear 8, which rotates at N2 rpm, serves as a pinion gear to 0.327 to 1 (30,650 to 10,026 rpm). The small gear of gear 9 and
drive the power turbine gear train. Gear 8 is a straddle- large gear 10 provide a second-stage reduction of 0.6 to 1
mounted gear supported in a steel bearing cage in the (10,026 to 6,016 rpm). These two stages of reduction provide an
gearbox cover. The straddle-mounted compound gear 9 is overall reduction of 5:09:1 (30,650 to 6,016 rpm).
driven by gear 8. Gear 9 drives the straddle-mounted gear 10.
The shaft of gear 10 delivers power to the output pads located
on the front and rear sides of the accessory gearbox.
Identifying number Nomenclature Gear ratio rpm at 100% N1

on chart
8 Helical power train drive (pinion) gear 1 to 1 30,650
9 Helical torquemeter gearshaft 0.327 to 1 10,026
10 Helical power take-off gearshaft 0.1963 to 1 6,016
11 Spur power train idler gear 0.165 to 1 5,059
12 Spur power train tachometer & HMU gearshaft 0.1370tol 4,200

6-15
Helical gearing is incorporated in the two stages of gear bearing. This is done to simplify the oral or written explanations of
reduction. Helix angles are such that both stages of reduction this engine.
produce a forward axial thrust on gear 9 during normal
Some of the gears and bearings of the power turbine gear train
operation. If friction is neglected, this axial thrust is directly
require direct oil for lubrication and cooling. Therefore, oil jets
proportional to the torque transmitted through the gears. Gear
direct oil onto the first and second stages of gear reduction, No. 3
9 is a part of the torquemeter. The forward thrust of gear 9 is
bearing, No. 4 bearing, and the bearings in the torquemeter. The
balanced by oil pressure. The oil pressure to counteract the
remaining gears and bearings of the power turbine gear train are
forward thrust of gear 9 is a function of the transmitted torque.
lubricated by oil mist and vapor in the accessory gearbox.
Thus, the greater the torque transmitted, the higher the oil
pressure within the torquemeter. This oil pressure is sensed by Plain encased seals are employed to prevent oil leakage out of
a helicopter furnished system that provides the operator with the accessory gearbox. A plain encased seal is a spring loaded
an indication of the power output of the engine. A more lip type seal that contacts the drive shaft. This type of seal is used
complete description of the torquemeter and its operation will at the following pads: front power output, rear power output,
be found in the torquemeter discussion. unused tachometer generator pad, spare drive pad (if used), and
the HMU. In the event of excessive leakage, any one of the seals
The helical power train drive (pinion) gear front bearing is
can be replaced without disassembly of the accessory gearbox
referred to as the No. 3 bearing, and the helical power train
using appropriate special tooling.
drive (pinion) gear rear bearing is referred to as the No. 4

6-16

6-17
TORQUEMETER ASSEMBLY
The torquemeter is incorporated in the accessory gearbox to The accessory gearbox housing has a cast passage that delivers
provide a hydraulic pressure signal that is directly proportional pressure oil to the inside of the support shaft. Two O-rings on the
to output torque. The power turbine gear train has two stages O.D. of the support shaft seal the transfer openings where the
of helical gearing. The first-stage reduction is accomplished by shaft passes through the gearbox housing. The lubrication
the helical power train drive gear driving the larger diameter system oil pressure is regulated at 115 to 130 psi. as this higher
gear on the helical torquemeter gearshaft. The second-stage pressure is required to operate the Torquemeter based on the
reduction is accomplished by the smaller diameter gear on the diameter of the piston.
helical torquemeter gearshaft driving the helical power take-off Pressure oil is ported from the bore of the support shaft to the
gearshaft. Helix angles are such that both stages of reduction torquemeter piston through two holes that act as variable orifices
produce a forward axial thrust on the helical torquemeter as the piston translates axially along the shaft with variations in
gearshaft. If friction is neglected, this axial thrust is directly engine torque. The torquemeter piston has a fixed exit orifice that
proportional to the torque transmitted through the gears. releases oil from the torquemeter oil chamber (piston) toward the
The torquemeter assembly incorporates two roller bearings ball (thrust) bearing. This allows oil to circulate through the piston
that provide radial support for the helical torquemeter cavity.
gearshaft. One bearing is located on the support shaft Pressure oil in the support shaft also lubricates the two roller
assembly, and the other is located on the flanged support bearings supporting the torquemeter gearshaft. The forward
bearing journal attached to the gearbox cover. Both inner bearing is lubricated by a 0.028-inch hole, in the support shaft
races are flanged so that the rollers can absorb a small that supplies oil to an annulus on the O.D. The annulus then
amount of end thrust. One inner race flange is a separate supplies oil to two slots in the bearing inner race.
piece, so that the roller can be installed. Holes in the support
shaft and shaft journal direct oil to the split between the two The aft bearing is lubricated by an additional 0.028-inch hole in
inner race parts of each bearing for lubrication. The support the shaft that supplies oil to an annulus on the I.D. of the shaft
shaft, flat washer, and one of the bearings are retained to the support. The shaft support annulus has four 0.050-inch holes that
accessory gearbox housing by the support shaft nut. Safety allow the oil to be transferred to the I.D. of the bearing journal.
wire is used to lock the support shaft nut. An internal flared This journal has four 0.050-inch holes that supply oil to an
washer positions an O-ring to prevent external leakage. annulus on the O.D. that transfers oil to two slots in the bearing
inner race.
The flanged support is attached inside the gearbox cover by
four self-locking nuts. The rear torquemeter bearing journal, A ball bearing transmits helical gear thrust from the rotating
which locates the rear bearing, slides into the I.D. of the helical torquemeter gearshaft to the nonrotating torquemeter
support and is retained by the bearing and shaft support. The piston. The piston has an anti-rotation pin that contacts an anti-
shaft support is secured to the torquemeter support by three rotation pin on the flange of the support shaft. The piston is free
bolts and key washers. to slide axially on the non-rotating and axially retained support
shaft. The sliding piston serves as a variable orifice valve that

7-1
admits regulated engine pressure oil from the support shaft to During a stabilized power condition, the axial thrust force acting
the oil chamber formed by the piston and the flange on the on the piston is counterbalanced by the torquemeter pressure in
support shaft. The flange has an external groove that houses a the oil chamber. Assume that the torque output of the engine is
piston ring and expander. increased. This results in an increased axial thrust acting on the
The support shaft and piston are arranged such that an piston and an unbalanced condition on the piston. The piston
increase in gear thrust increases the piston inlet port opening. moves forward slightly, increasing the piston inlet port opening.
Since the outlet opening of the piston remains constant, the With a larger opening there is less restriction to the flow of oil into
pressure inside the oil chamber is directly proportional to the oil chamber, thus the pressure in the oil chamber increases.
torque. Pressure in the oil chamber is directed to the The pressure in the oil chamber continues to increase until its
torquemeter pressure sensing port on the front side of the force, acting on the piston, counterbalances the axial thrust from
accessory gearbox. The chamber oil is transferred through the the Torquemeter gearshaft. When the two forces are equal, the
support shaft anti-rotation pin and filter screen located in this piston stops moving and the pressure in the oil chamber will be
passage. higher than it was prior to the torque increase. The torquemeter
indicating system, sensing a higher pressure, registers the
The accessory gearbox-mounted transducer converts increased torque.
torquemeter oil pressure into an electrical signal. This signal is
required by the electronic control unit (ECU) for torque limiting.
It is also required by the airframe indicating system.

7-2

7-3

7-4
LUBRICATING SYSTEM
The lubricating system furnishes lubrication, scavenging, and 3. Helical Power Train Drive (Pinion) Gear Front (No. 3) Bearing
cooling as needed for bearings, splines, and gears in all
conditions of flight. The system is a circulating, dry sump type, 4. Helical Power Train Drive (Pinion) Gear Rear (No. 4) Bearing
with an external reservoir and oil cooler mounted and
5. Power Turbine Rotor Front (No. 5) Bearing
furnished by the aircraft manufacturer.
The torquemeter in the engine gearbox is hydraulic and uses 6. Power Turbine Rotor Rear (No. 6) Bearing
the engine lubrication system as its oil (hydraulic) pressure
source. In order to minimize friction effects and provide 7. Gas Producer Turbine Rotor Front (No. 7) Bearing
accurate measurement of torque, the axial gear thrust on the 8. Gas Producer Turbine Rotor Rear (No. 8) Bearing
helical torquemeter gearshaft is high. System pressure must
always be greater than the torquemeter oil pressure. 9. First-Stage Gear Reduction, where the pinion gear and the
Therefore, it is necessary to regulate the system oil pressure large gear on the helical torquemeter gearshaft come "out-of-
to the relatively high value of 115 to 130 psi. mesh"
Oil pressure is a function of (1) volume flow, (2) restriction to
flow, and (3) viscosity. Volume flow from the pressure element 10. Second-Stage Gear Reduction, where the small gear on
is determined by N1 rpm, volume flow increases as N1 rpm helical torquemeter gearshaft comes "out-of-mesh" with the
increases. Restriction to flow is determined by the size of the helical power take-off gearshaft
passages, lines, and nozzles. Viscosity or fluid friction is a 11. Turbine to Compressor Coupling Splines
function of oil temperature. Thus, if the oil temperature and
restriction to flow remain constant, oil pressure will increase 12. Torquemeter Front Roller Bearing
with increases in N1 rpm until the regulated oil pressure of 115
to 130 psi is reached. Further increases in N1 rpm do not 13. Torquemeter Rear Roller Bearing
result in further increases in pressure because the pressure
14. Torquemeter Ball Bearing
regulating valve bypasses the excess oil to the inlet of the
pump. 15. Spur Adapter Gearshaft (No. 2 1/2) Bearing
Components that have pressure oil delivered to them for
lubrication and cooling are as follows: The remaining gears and bearings in the accessory gearbox are
lubricated by the air/oil mist present within the gearbox.
1. Compressor Rotor Front (No. 1) Bearing
The engine has the following scavenge oil sumps:
2. Compressor Rotor Rear (No. 2) Bearing 1. Compressor Front Support Sump
2. Accessory Gearbox Sump

8-1
3. Power Turbine Support External Sump 5. Overboard Vent Port—Used to vent interior of the gearbox
overboard. Located on upper right side of gearbox housing.
4. Gas Producer Turbine Support Sump
6. Torquemeter Pressure Sensing Port—Located on front of the
A gear type pressure and scavenge pump assembly, gearbox housing above the oil tank vent. Connected to a
consisting of one pressure element and five scavenge
pressure transducer mounted on the lower front side of the
elements, is mounted within the accessory gearbox. An
assembly containing an oil filter, check valve, filter bypass accessory gearbox. The electrical signal is required by the
valve, and a pressure regulating valve is located in the upper ECU. A torque pressure transducer is aircraft provided for
left hand side of the gearbox housing. The gearbox housing instrument panel display.
and cover are magnesium alloy castings that have passages The pressure element in the oil pump assembly pumps oil from
for pressure and scavenge oil. The accessory gearbox the gearbox oil inlet port to the oil filter. The filtered oil is delivered
assembly incorporates a number of oil transfer tubes. External through a one-way check valve into the gearbox housing header
stainless steel tubes are used to transfer pressure and passage and to the oil pressure sensing port. Filtered oil is also
scavenge oil. Passages in the gearbox castings, the oil directed to the pressure regulating valve. Other than during
transfer tubes, and the external tubes port pressure and starting and low N1 rpm operation, the output of the pressure
scavenge oil as required by the lubrication system. element is in excess of engine requirements. The pressure
The accessory gearbox has the following oil system ports regulating valve controls system pressure to 115 to 130 psi by
connected to helicopter furnished lines: bypassing the excess oil to the inlet of the pressure element.
1. Oil Inlet Port—Receives oil from helicopter oil tank. Filtered oil is delivered into the gearbox header passage. The
Located on front right side of the gearbox. header passage, a cast passage in the gearbox housing, delivers
oil to the following:
2. Oil Outlet Port—Delivers oil scavenged from the engine to
1. Oil pressure sensing port on the right front side of the gearbox
the helicopter oil cooler. Located on front of gearbox
housing. This port is used by the airframe manufacturer to
housing on the right side.
sense oil pressure.
3. Oil Pressure Sensing Port—Connected to a pressure
2. Pressure oil port on right front of the gearbox housing. This
transducer for the helicopter furnished engine oil pressure
port delivers oil through a tube and pressure reducer to the
indicating system. Located on front of the gearbox housing
compressor front support, which directs oil to the No. 1
on the right side.
bearing. Since the No. 1 bearing is lightly loaded and is
4. Oil Tank Vent Port—Helicopter oil tank vents through this located in a cool area, the amount of oil it requires for
port to the interior of the gearbox. Located on front side of lubrication and cooling is small. Therefore, a pressure/flow
the gearbox housing on the left side. reducer is used as a metering device to control the amount of
oil delivered to the No. 1 bearing.

8-2
3. Through an internal transfer tube oil is delivered to the a. No. 4 Bearing (2 orifices)
gearbox cover. A pressure oil port on the right rear side of b. No. 5 Bearing
the gearbox cover delivers oil through tubes and a screen
7. Oil pressure tube attached to the inside of the gearbox
to the power turbine and to the gas producer turbine
housing. The oil pressure tube within the gearbox directs oil
support. The power turbine support delivers oil to a nozzle
onto the gears of the second-stage N2 gear reduction.
that directs oil to the No. 6 and No. 7 bearings. The gas
producer turbine support delivers oil to a nozzle that directs 8. Torquemeter assembly in the gearbox. The torquemeter oil
oil onto the No. 8 bearing. flow was discussed in the torquemeter assembly write-up.
4. An oil delivery tube in the gearbox connects the housing The five scavenge pumps remove oil from the four sump areas of
passage to a cover passage. The inlet of the tube has a the engine.
screen. The oil delivery tube in the gearbox has six nozzles Oil delivered to the No. 1 bearing drains into the compressor front
that direct oil to the following: support bottom strut. Oil, which lubricates the No. 6 and No. 7
a. No. 2 Bearing bearings and the turbine-to-compressor coupling splines, drains
through the power turbine support lower strut to the external oil
b. Spur Adapter Gearshaft Holes. Oil that enters the holes sump. The No. 8 bearing oil drains into the gas producer turbine
is used to lubricate the splines of the turbine-to- support sump and to a scavenge oil outlet fitting on the bottom
compressor coupling (two nozzles) strut of the gas producer turbine support. Oil delivered to the No.
c. No. 2-1/2 Bearing 2 bearing, No. 5 bearing, and all components within the gearbox
d. No. 3 Bearing drains into the accessory gearbox sump. A second scavenge
pump element helps remove oil from the bottom of the gearbox
e. First-Stage N1 Reduction Pinion Gear through an internal pickup tube.
5. The oil delivery tube outlet into the cover connects to the The scavenge elements pump oil from the sumps to the oil outlet
pinion bearing oil nozzle mounted on the rear of the port. Oil flows from the outlet port through an aircraft mounted
gearbox cover. The nozzle is attached to the pinion filter (CEFA on C47B), through the oil cooler and back into the oil
bearing cage on the outside of the gearbox. However, supply tank. The capacity of the scavenge elements far exceed
when the exhaust collector support is attached to the the amount of oil to be scavenged. There will be some air trapped
gearbox cover, the pinion bearing oil nozzle is within the in the oil returned to the tank. Thus, it is necessary to vent the
exhaust collector support and in front of the power turbine tank to prevent excessive tank pressurization. Therefore, the tank
rotor front (No. 5) bearing. is vented to the interior of the gearbox by means of the
interconnecting line from the tank to the vent port on the gearbox.
6. The pinion bearing oil nozzle assembly has three orifices The gearbox has a centrifugal breather gear (air/oil separator),
that direct oil to the following: which vents the gearbox to the overboard vent port. The spur gas
producer train gearshaft serves as the air/oil separator. It has

8-3
radial holes in the web portion of the gear that port to the shutdown, especially at nose-up engine attitudes, an external
interior of the shaft and then to the overboard vent port in the sump is connected to the scavenge oil line at the power turbine
exhaust collector. support. One magnetic chip detector plug is in the accessory
This gearshatt rotates at a high rpm and air vented from the gearbox sump, and the other one is in the scavenge oil passage
gearbox must flow radially toward the center of the gearshaft. that delivers oil to the oil outlet port on the gearbox.
Since oil vapor weighs more than air, air and oil vapor are The sump chip detector fits into a "clam shell" valve housing with
separated and the oil is retained in the gearbox. a quick disconnect feature. To remove, the detector must be
pushed in and turned. The clam shell valve then closes to prevent
The engine lubrication system incorporates two screens, two residual oil from draining. The electrical chip detector cable
magnetic chip detector plugs, and a check valve. The check connector is also a quick disconnect type.
valve between the oil filter and gearbox header passage
prevents the oil tank from draining into the engine when it is The chip detectors incorporate "fuzz buster" features that can be
not in operation. To prevent internal oil leakage at engine connected to an optional, pilot activated airframe system.

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8-8

8-9
OIL PUMP AND OIL FILTER ASSEMBLIES

A gear type pressure and scavenge pump assembly, scavenge return. This scavenge element pumps oil from the
consisting of one pressure element and five scavenge accessory gearbox sump through an internal passage, a separate
elements, is mounted in the accessory gearbox. This pump pickup tube and a transfer tube.
assembly has three levels of gears that are numbered from The first level has four gears that provide three scavenge
front to rear. The first level has four gears that are housed in pumping elements. One element scavenges oil from the
the scavenge oil pump body and covered by the pump cover. compressor front support. Another element scavenges oil from
The second level has three gears that are housed in the the power turbine support sump, and the remaining element
scavenge oil pump body and covered by the separator. The scavenges oil from the gas producer turbine support sump.
third level has two gears that are housed in the pressure oil External tubing delivers oil from the three sumps to three internal
pump body and covered by the separator. gearbox transfer tubes that deliver oil to the inlet of the three
The oil pump and HMU spur gearshaft receives its drive from pumping elements.
the gas producer gear train. One gear in the third level is on The output of the five scavenge pumping elements is directed to
this gearshaft. The gearshaft has two sets of external splines. a common cavity between the inside of the gearbox housing and
One set of splines provides drive for a gear in the second the pump cover. This cavity delivers the oil through a passage in
level, and the other set provides drive for a gear in the first the gearbox housing to the oil outlet port on the front side of the
level. This gearshaft extends completely through the pump gearbox housing. Oil flowing to the oil outlet port flows across a
assembly and gearbox housing to the gas producer magnetic chip detector plug.
tachometer generator drive pad.
The oil filter assembly has three ports, one from the oil pump, an
The pressure element in the third level has three ports: one outlet to the accessory gearbox header passage, and another to
from the oil tank, another for pressure delivery to the oil filter, the oil pump. Oil from the pump is directed to the filter and to the
and one inlet from the oil pressure regulating valve. Oil from filter bypass valve. Normally, all the oil flows through the filter and
the oil supply tank is delivered to the oil inlet port on the to the oil pressure regulating valve and to the check valve. The
gearbox, and then through an internal oil transfer tube to the filter bypass valve is in parallel with the oil filter. As oil flows
inlet side of the pump. The pressure element delivers oil through the filter, there will be a slight drop in pressure. As the
through an internal passage and transfer tubes to the oil filter. filter picks up contamination from the oil, the pressure drop
At the higher N1 speeds, the output of the pressure element is across the filter increases. In the event of excessive filter
in excess of engine requirements. The excess oil is ported contamination, and the pressure differential exceeds
through the pressure regulating valve and an internal oil approximately 105 psid, the filter bypass valve will open and
transfer tube back to the pump inlet. some oil will bypass the filter.
The scavenge elements in the second level scavenge oil from To help determine oil filter contamination, the C47M model
the accessory gearbox sump. This scavenge element has two engine incorporates a visual impending bypass indicator located
inlet ports from the accessory gearbox sump and one in the oil filter cap.

8-10
This is a differential indicator requiring a 26-34 pound pressure O-ring seals are used to prevent oil leakage from the internal
differential to extend the red indicator button 3/16 of an inch. transfer tubes and check valve. The transfer tubes slip fit into
There is a thermal lockout below 100 to 130°F oil temperature. openings of the pump assembly, oil filter assembly, gearbox
Filtered oil is delivered through the check valve and into the housing, and gearbox cover.
accessory gearbox header passage, which distributes the oil. The scavenge oil filter is now engine furnished and mounted on
The check valve is not a physical part of the oil filter assembly the accessory case, together with the fuel filter (CEFA). The filter
but rather configured as a transfer tube between the filter element is disposable, non-cleanable, and provides 3-micron
housing and the header passage. When an engine is not in filtration. A bypass valve opens when the pressure differential
operation, the check valve is spring loaded closed to prevent across the filter exceeds 10.8 to 13.2 psid. The valve reseats at 7
the oil supply tank from draining into the engine. psid.
The oil pressure regulating valve is spring closed, and it A bypass indicator button extends from the end of the filter bowl
remains closed until system pressure increases to 115 to 130 when the pressure differential exceeds 8.8 to 10.8 at 126°F. A
psi. When system pressure exceeds beyond this value, the oil thermal lockout prevents button actuation below 110°F ± 15°F.
pressure regulating valve opens to return oil to the inlet of the The button is resent manually.
pressure element. If the system pressure is out of limits at
higher N1 speeds, the oil pressure regulating valve can be When the optional 15 HP spare drive gears are installed in the
adjusted. C47M, the CEFA cannot be used. The fuel filter is moved to the
gearbox center and the scavenge oil filter is airframe mounted.

8-11

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8-18
AIR SYSTEMS
COMPRESSOR BLEED AIR SYSTEM

The compressor blades are airfoils. If the angle of attack pressure ratio is attained. The valve then begins to modulate
becomes too great, or if the velocity of air flowing over an closed.
airfoil is too low, air flow separation occurs and the airfoil
stalls. This results in a loss in efficiency, a loss in pressure The bleed valve consists of a bleed valve body, intermediate
ratio, and therefore, a reduction in pressure level at the body, cover, two retainers, two valve springs, two diaphragms,
compressor outlet. In order to produce engines with superior poppet valve, servo valve, two removable orifices, evacuated
fuel consumption and rapid acceleration characteristics, it is bellows, sleeve, damper spring, plate, adjustment screw, lock
necessary to operate as close to the stall region as possible. plate and miscellaneous small parts. The following pressures are
associated with the operation of the bleed air control valve:
The ability of the compressor to pump air is a function of rpm.
At low rpms, the compressor does not have the same ability to 1. Pc - Compressor discharge pressure.
pump air as it does at higher rpms. In order to keep the angle 2. Px - Servo air pressure.
of attack and air velocity within desired limits, it is necessary to
unload the compressor in some manner during starting and 3. Pa - Ambient air pressure.
low power operation. This is to say that it is necessary to make
4. Pr - Regulated air pressure.
the compressor “see" less restriction to the flow of air through
the use of a compressor bleed air system. Increased air When the engine is not in operation, the poppet valve is
velocity over the airfoils reduces individual airfoil stall. positioned fully open by a spring located inside the vented piston
chamber. The spring and Pc pressure, directed onto the bleed
The compressor bleed air system consists of a compressor
valve end, are used during engine starting and acceleration to
bleed valve mounted on the forward left side of the diffuser
position the poppet valve fully open. A spring is used to move the
scroll directly over an opening in the scroll. Compressor
servo valve to the open position.
discharge air pressure sensing (Pc), for bleed valve operation,
is obtained from a small hole in the mounting flange. During engine operation, Pc pressure is directed from the scroll
Compressor discharge pressure (Pc) is directed through through an internal passageway to the Px chamber and a
internal passages in the valve housing to control bleed valve restrictor (jet) to the Pr chamber. Px chamber air is vented to Pa
operation. The bleed valve is open during starting and ground through passages in the poppet valve stem. Pr chamber is vented
idle operation and it remains open until a predetermined to Pa through a restrictor (jet) and bellows chamber. The rate of
air flow from Pc to Pr to Pa through the bellows chamber

9-1
determines the value of Px pressure for any given gas
generator rpm. Px pressure is the closing force on the poppet
valve diaphragm.
Operation of the valve is a function of preselected ratios of Pc
to Pa through the poppet valve opening and Pc to Pr to Pa.
When Px pressure is less than Pc plus spring force, the poppet
valve is open. When Px pressure is greater than Pc plus spring
pressure, the valve is closed. The Px chamber area is greater
than that of the poppet valve seat. Thus Px pressure can be
used as the closing force. The pressure in the Px chamber is
regulated by the servo valve and its relative position to the
poppet valve stem vent to Pa.
The servo valve movement is a function of Pr pressure. Pc
pressure is directed into the Pr chamber through a fixed orifice
and exits to Pa through a variable opening. An evacuated
bellows determines the amount of air flowing through the exit
orifice. The length of the bellows is a function of air density.
Thus, the air flowing through the exit orifice would be less at
altitude than it will be at sea level.
As the gas generator rpm (N1) increases, Pc pressure
increases and Pr pressure increases. As Pr pressure
increases, the servo valve piston will start to move, restricting
the flow of air out of the Px chamber, via the poppet valve stem
orifice. Thus, the poppet valve will move toward the closed
position. The servo valve and the poppet valve will move in
direct relationship with each other. The only time the servo
valve will make contact with the poppet valve stem is when the
poppet valve is completely closed. The vented air from the
bleed valve is ducted to the exhaust collector.

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9-3

9-4
ANTI-ICING SYSTEM
The engine anti-icing system provides hot air to the clearance between the valve body and piston that will allow the
compressor front support areas that are subject to the passage of Pc air behind the piston, which has the greater area.
formation of ice during icing conditions. This system is entirely The spring retainer, threaded into the body, has a small hole that
separate and independent of any other bleed air system. vents this chamber to atmosphere through the solenoid valve.
Operation of the engine anti-icing system must be selected, When the solenoid vent is open, the pressure on the spring side
when required, by the pilot. of the piston becomes equal to atmospheric pressure. The
pressure from the diffuser scroll, acting on the shoulder of the
As air passes through the compressor, pressure increases. As piston moves the piston to its open position, against the spring to
a result of this compression, the air is heated considerably. allow the hot anti-icing air to flow to the compressor front support.
Thus, compressor discharge air, extracted from the diffuser
scroll, is an excellent source of the hot air. The anti-icing solenoid valve is attached to a bracket on the right
side of the horizontal firewall. It is controlled by a manual anti-ice
The anti-icing system consists of an anti-icing valve, two anti- control switch in the cockpit. This is a "fail safe" type system. The
icing tubes, anti-icing solenoid valve, and passages within the solenoid is energized when there is no need for anti-ice air. It is
compressor front support. de-energized when anti-ice is needed and the cockpit control
The anti-icing air valve is mounted to the diffuser scroll below switch is in the "on" position. Thus, in case of an electrical failure,
the right hand elbow. It incorporates a body, piston, spring, anti-ice air will automatically flow to the front support.
spring retainer, and an AN fitting. The cylindrical air valve body The compressor front support is a fabricated stainless steel sheet
has two end ports that are threaded for tube couplings and metal component that consists of a double wall outer skin, five
one tangential (side) flange port that mates with an opening in hollow radial struts, and a double wall center hub (bullet nose).
the scroll and is sealed by a metallic "O" ring. The valve is During anti-icing operation, the anti-icing tube deliver hot air from
retained to the scroll by two bolts through this flange. The aft the anti-icing valve to the anti-icing inlet port on the compressor
fitting is connected to an external tube leading to the solenoid front support. The hot air is delivered into an annular passage
valve. The forward AN fitting is connected to another external formed by the double wall outer shell. Hot air flows from the
tube leading to the front support. The air valve is operated annular passage through the hollow struts into the bullet nose.
through action of the anti-icing solenoid valve. The air valve Some of the air flowing through the struts is exhausted out of
body acts as the piston seat. When the solenoid vent is slots in the trailing edge of the struts and the remaining air is
closed, the spring and Pc air move the piston onto its seat and exhausted out of holes in the bullet nose. Thus, during anti-icing
close off anti-icing air to the front support. There is a slight

9-5
operation, all surfaces of the compressor inlet are heated,
preventing the formation of ice.
The effect of anti-icing air flow on engine performance is as
follows:
Type of Operation Approx. Effect on Performances
Available to Pilot at Power Levels
Above 40,000 N1 Speed*
Constant hp and A 10°C (50°F) increase in MGT
Constant Collective
Pitch
*These values are for standard day, sea level conditions and will vary with
changes in ambient temperature and altitude. The effects at lower powers
and speeds will be only slightly different but still immediate and definite.

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9-7
FUEL AND CONTROL SYSTEM - INTRODUCTION
A Full-Authority Digital Electronic Control (FADEC) system is The system will detect a flameout and initiate autorelight.
used on this engine.
• Reduce pilot workload
The two major components of this system are the Electronic
Automatic starts.
Control Unit (ECU) and the Hydromechanical Unit (HMU).
Torque limiting.
System Objectives: Isochronous governing (no N2 overspeed or underspeed).
Load anticipation and autorotation recovery.
• Improve Engine Performance Simple overspeed system test.
This system has more precise control of fuel flow, allowing • Other benefits include:
the engine to respond quickly and run closer to operational Improved overall engine reliability.
limits. Self diagnostics with data stored for engine maintenance.
• Enhance Flight Safety Fast, constant engine response, independent of engine
condition.
The ECU incorporates automatic testing and monitoring of Improved capability of starting in cold weather and/or with low
its operation with immediate response to engine limit battery power.
exceedences or system failures. No pneumatic plumbing.
In the event of ECU failure, fuel flow remains fixed
(constant) until the analog manual control is selected The FADEC Fuel and Control system consist of the following
(EMC-35A). In later versions of the system (EMC-35R) a components:
second, independent electronic power turbine speed
governor called the Reversionary Governor has been Hydromechanical Unit (HMU) with automatic and manual
added. operation capabilities.
Fuel Filter with a maintenance indicator.
The reversionary governor provides basic power turbine Electronic Control Unit (ECU), airframe mounted.
speed control using a limited set of parameter inputs and Compressor inlet air temperature sensor, engine furnished,
assumes control in the event of a fault that renders the airframe inlet duct mounted.
primary governor incapable of continued safe control of the Ambient air pressure (Pl) sensor, located inside the ECU.
engine. Engine sensors of rpm, MGT and torque.

10-1
Aircraft supplied inputs. 2. The CEFA is mounted on the engine accessory gearbox
An engine electrical harness. lower left hand side. It is mounted over a cover at the bottom
An engine accessory harness. left hand side of the gearbox.
The following schematics depict the interconnection between 3. The 47B ECU is mounted on the cabin roof just aft of the
airframe and engine control system components. hydraulic servo actuator support on the right hand side of the
roof. The 47M ECU is located behind the seats.
• The FADEC Control System Schematic includes an
airframe harness which connects the ECU to airframe 4. The PMA is mounted on the engine accessory gearbox left
mounted components and sensors and the instrument hand side just above the CEFA assembly (driven by the N2
panel. The engine parameter instruments receive their geartrain).
signals directly from the engine sensors, rather than
through the ECU. The accessory harness supplies the 5. The CIT sensor is mounted through the forward firewall upper
ECU operating power as well as signals from engine left hand side protruding into the engine inlet area.
sensors. It also delivers fuel flow control signals to the 6. The P1 sensor is part of the ECU and samples ambient
HMU. pressure, PA.
• The FADEC System Block Diagram shows the major
7. The N1 sensor is located on the upper right hand side of the
external components electrically related to the ECU. Note
engine accessory gearbox, the NP sensor is located at the
that, in addition to the collective anticipation potentiometer,
top center area of the accessory gearbox, the MGT
the C47M system also employs a pedal anticipation
thermocouple harness is mounted to the power turbine
potentiometer. This provides more rapid engine response
support on the engine.
for the benefit of the NOTAR heading control system (anti
torque).
• The Control System Basic Diagram shows the major HMU
internal components. These include the low pressure and
high pressure fuel pumps, the stepper motor driven sliding
plate metering valve, the cutoff valve, the manual control
and the overspeed valve. Some of the interfaces between
the ECU and the HMU and airframe are also included.
FADEC Component Locations
1. The HMU is mounted on the lower aft right hand side of the
engine accessory gearbox (driven by the N1 geartrain).

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10-8
HYDROMECHANICAL UNIT
HMU
The HMU consists of a two-element pump and a fuel metering Fuel Pump
valve, actuated by either an electric motor or a manual control.
It is accessory gearbox-mounted and driven by the N1 gear The dual element fuel pump is mounted on the right rear
train. accessory gearbox drive pad. The drive shaft includes an integral
seal runner for the carbon ring seal. Pump rpm is 4205 at 100%
The following components are combined in a single housing. N1. Output volume is approximately 4.5 GPM.
1. Two element fuel pump. Fuel first reaches a centrifugal "liquid ring" boost pump. Its
function is to prime the gear pump under all operating conditions.
2. Fuel metering valve, driven by an ECU controlled stepper Boost pump output, called PBF (pressure before filter), flows out
motor. to the gearbox mounted filter. It joins with fuel control bypass flow
3. Selectable manual control of the fuel metering valve. and returns to the inlet of the high pressure gear pump as PAF
(pressure after filter). The boost element is also known as a side
4. Three solenoid valves. channel pump because the flow channels are adjacent to the
sides of the rotor. Gear pump high pressure output, PF, is
5. Two check valves. directed to the metering valve, the pressure differential (metering
6. Altitude compensation valve. head) regulator valve, and the manual control components. A
pressure relief valve limits pump output pressure to 980 psid
7. Fuel shut-off valve with a pilot valve (windmill bypass above pump inlet pressure.
valve).
8. Bypassing type pressure differential regulator valve.
9. Power lever (twist grip) input shaft.
10. Two feedback potentiometers to the ECU.

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11-8
Combined Engine Filter Assembly - CEFA in the fuel and fuel filter. The filter should be replaced. The button
can be manually reset.
The fuel filter and the scavenge oil filter are combined into a
single assembly. The assembly is mounted on the lower rear Before and after filter pressure ports are provided so that the
side of the accessory gearbox, occupying the rear spare drive pressure differential across the filter can be measured. The
pad. If the 15HP additional drive is required by the helicopter helicopter manufacturer can connect a pressure differential switch
application, the fuel filter is moved to the lower center of the to these two ports. If the filter is not replaced and the pressure
accessory gearbox. The scavenge oil filter is then airframe differential continues to increase, the filter bypass valve opens.
mounted. Some fuel bypasses the filter element and flows through the
bypass valve to the inlet of the pump. The bowl, which contains
Fuel Filter the filter, is retained to the body by a center post bolt.
The fuel filter side consists of a housing that contains a
replaceable 25 micron nominally rated filter element, a bypass Fuel Metering Valve
valve, and pressure ports for measuring the pressure drop The flat plate metering valve has a narrow, fixed orifice. A four-
across the filter element. Drain ports are provided at the top phase, stepper motor driven, spring loaded wiper covers a portion
and bottom of the filter head assembly. of the flat plate orifice. This forms a variable orifice. The stepper
motor, through a reduction gear, can make minute (small)
Fuel from the helicopter fuel system is delivered to the fuel incremental adjustments to the valve flow area, thereby metering
pump-boost element from which it is directed to the filter. fuel flow, PM. The ECU signals the stepper motor to provide the
Normally, all the inlet fuel flows through the filter and to the fuel flow required for desired engine operation. A feedback
inlet of the gear pump. The filter bypass valve, in parallel with potentiometer, on the valve shaft, returns a signal to the ECU,
the filter, is normally closed. indicating proper motor response. The authority of the stepper
As fuel flows through the filter, there will be a slight decrease motor is limited by electronic stops in the ECU. During automatic
in pressure with the pressure on the inlet side being higher operation, the manual control servo pistons are slightly outside of
than the pressure on the outlet side. As the filter collects the electronic stops, so they do not limit valve travel.
contaminants from the fuel, the pressure differential across the Should the ECU become unable to control the stepper motor, the
filter will increase. The filter head contains a popout indicator valve will stay in that position (fail fixed) until the ECU is restored
and a bypass valve. The bypass valve is set to open when the or operation is switched to manual. The minimum flow orifice, in
pressure drop across the filter element reaches 2.0 to 2.5 psid. parallel with the metering valve, prevents lean blow out if the
The pressure drop indicator button pops out when the metering valve is driven to low flow at altitude.
pressure drop reaches 1.25 to 1.5 psid. The indicator button
alerts maintenance personnel to the presence of contaminates

11-9

11-10
Metering Head (Differential Pressure) Regulator Valve Hot Start Solenoid Valve
Regulates the pressure differential, PF-PM, across the main The valve is normally energized closed. During starting it is open
metering valve and PF-PR across the min. flow orifice. It below light-off rpm (12% Ni ambient temp>20°F). Fuel flow
bypasses excess fuel to the gear pump inlet. The valve is through the min. flow orifice is bypassed to the gear pump inlet.
attached to a flexible diaphragm. Valve opening force is pump Thus, PM pressure is not sufficient to open the pressurizing and
output pressure, PF. Valve closing force is a spring and a shut-off valve. When the ECU begins to open the metering valve
reference pressure, PR. PR comes from PF through a fixed at 12% N1, it also closes the Hot Start Valve. PM pressure will
orifice and flows to metered pressure, PM, through the altitude increase and open the pressurizing and shutoff valve and allow
compensation valve. Thus, the pressure differential across the fuel flow to the nozzle.
metering valve, and therefore the fuel flow to the engine, is
adjusted relative to ambient air pressure (altitude) in both If the MGT limit is exceeded during starting, the ECU will
automatic and manual operation. The spring is nominally set to deenergize the hot start valve. It will open and bypass sufficient
provide a 9 psid PF-PR differential at sea level. metered fuel, PM, to the gear pump inlet pressure to reduce fuel
flow to the engine. If the valve fails open during operation, the
Altitude Compensation Valve ECU will sense the fault and cause the metering valve to
compensate and increase fuel flow.
Biases (adjusts) the closing force on the differential pressure
regulator valve diaphragm. A lever, on a spherical pivot, has Pressurizing and Shutoff Valve
an evacuated bellows on one end and a variable orifice flat
plate valve on the other end. Between O-ring seals, on each Ensures that internal fuel pressure is sufficient to operate all
side of the pivot, is an overboard drain. components before fuel is allowed to flow to the engine. As a
result, sufficient pressure will be provided to the fuel nozzle for
Increasing P1 ambient air pressure contracts the bellows, proper spray pattern. It also provides positive fuel shutoff to
reducing the PR to PM orifice size. This increases PR initiate engine shutdown. Valve responds to actuation of the
pressure, the closing force on the pressure regulator valve windmill bypass valve. 150 psi above PAF pressure is required to
diaphragm. Thus, less fuel is bypassed and more fuel flows open the valve.
through the metering valve to the engine. A constant pressure
drop is maintained across the metering valve orifice for a given Windmill Bypass Valve
altitude and fuel flow is then a function of orifice size controlled Acts as a pilot valve for the fuel shutoff valve. It is a ball valve
by the ECU. Although the compensation valve always operated orifice between PR and PAR It is spring loaded closed
functions, it is primarily for manual backup control operation. so that min. flow orifice fuel can join metered pressure, PM. When
the power lever (twist grip) is moved below 5°, a cam opens the
ball valve against the spring. This dumps PR into PAF. The

11-11
resulting drop in PR pressure allows the differential pressure Manual Fuel Control
regulator valve to open and bypass PF, pump discharge
pressure. The resulting drop in PM metered pressure allows A lever, on the motor driven metering valve shaft, is located
the spring and PAF to close the shutoff valve. between two hydraulic pistons in the manual control section of
the HMU. During automatic ECU operation, the pistons are held
Min Flow Bypass Valve apart by PAF pressure and by pump output pressure, PF on the
pistons lands.
Located in the PR line to the windmill bypass valve, it is a one-
way check valve that opens when the windmill bypass valve is The supply pressure to the manual control is pump discharge
opened by the twist grip at engine shutdown. Its purpose is to pressure, PF. During automatic operation, the changeover
maintain servo pressure to the manual control pistons during solenoid valve blocks PF and allows PAF (boost pump) pressure
shutdown from manual mode. Porting PR (PW) to PAF, the to fill the manual control. When the changeover solenoid is de-
minimum flow bypass valve maintains. PR, and therefore PF, energized, PF (high) pressure enters the manual control. The
at a level sufficient to keep the pistons loaded against the outboard end of the loading piston fills more slowly than the
metering valve shaft lever. outboard end of the follower piston. This is due to four restrictors
in the loading piston feed passage. The time required for the
Overspeed Solenoid Valve loading piston to contact the metering valve lever depends upon
Located downstream of the shutoff valve, the ball type lever position and ambient pressure. At a low power setting, the
solenoid valve is energized closed. It is normally deenergized piston can reach the lever in 2.4 seconds. At a high power
open during engine operation. When a power turbine N2 setting, the piston will require up to 4 seconds to reach the lever.
overspeed occurs or an overspeed test is performed, the ECU This controlled rate of changeover is to avoid abrupt fuel flow
overspeed section energizes the solenoid, reducing fuel flow. changes during the process. The loading piston acts as a
The seat has a small minimum flow slot that allows sufficient hydraulic spring, holding the metering valve shaft lever against
fuel flow to maintain combustion. The back pressure, resulting the follower piston. When the loading piston stops, it will have PF
from the closing of the valve, will open the pressure regulating pressure on both sides. Due to the difference in area, the piston
valve. Pump output fuel will be bypassed. The ECU overspeed force is toward the lever.
section and the valve can be checked at shutdown. When the Fuel enters the follower piston through a fixed orifice and flows
fuel is reduced by the overspeed valve, the resulting back out of the piston interior through a variable orifice. The pressure
pressure on the pump will also cause the pressure relief valve between the fixed and variable orifices is PY servo pressure. The
to open. PY servo pressure, and therefore the axial position of the follower
piston, is a function of the variable orifice opening. The variable
orifice is controlled by the power lever, which rotates a contoured
sleeve partially covering the orifice in the piston. The power lever

11-12
rotates the contoured sleeve through two gears. Advancing the that they are fully retracted, the maintenance manual procedure
power lever rotates the sleeve to increase the variable orifice should be used. (NOTE: this procedure will not purge air from the
size. PY servo pressure decreases, allowing PF pressure to fuel system.)
retract the follower piston. The metering valve shaft lever
Rigging Check
follows the piston and the metering valve moves more open,
increasing fuel flow. Metering valve pressure differential (For additional information and procedures on rigging, cite the
momentarily decreases until restored by the pressure regulator applicable airframe manual.)
valve. The resultant increase in PF will balance the servo Check the rigging of the HMU following replacement. Make the
pressure on the follower piston, stopping it. rigging check with the engine shut down using the following
When the engine is shut down from manual operation, it is procedure.
necessary for the two manual control pistons to stay against CAUTION: THE HMU THROTTLE STOPS ARE NOT FIELD
the metering valve shaft lever. To ensure that there will be ADJUSTABLE. HMU THROTTLE ADJUSTMENTS ARE
sufficient PF pressure to hold the pistons, a minimum flow FACTORY SET AND MUST NOT BE CHANGED. ANY
bypass valve, set at 80 psi, is installed in the PR passage to CHANGES IN THROTTLE STOP SETTINGS COULD
the shutoff pilot valve. When the power lever is moved to cut ADVERSELY AFFECT ENGINE PERFORMANCE AND WILL
off and the pilot valve begins to bleed PR servo pressure to REQUIRE RETURN OF THE HMU TO THE MANUFACTURER
PAF to let the pressure regulator valve open, the check valve FOR CALIBRATION.
limits the amount of bleed. Thus, the pressure regulator valve
will bypass less PF pressure, ensuring sufficient force to hold 1. Set the twist grip against the ground idle stop as approached
the two pistons against the metering valve lever. During the from the top (power side).
next automatic start, the ECU waits 5 seconds before signaling
2. Insert rigging through throttle pointer arm into the HMU
the stepper motor for automatic operation.
rigging pin hole.
The two external stop screws limit power lever (twist grip)
3. Attach aircraft linkage and adjust as necessary to HMU
travel. They are not adjustable.
throttle spindle adapter.
HMU PISTON PARKING PROCEDURE
4. Remove rigging pin and move twist grip through full range of
The engine can be shut down from the Automatic Mode or travel to determine proximity to HMU stops at both extremes
Manual Mode without concern for the position of the HMU of travel.
manual mode pistons. However, certain fuel system
5. If unable to reach Min. and Max. stops, adjust aircraft linkage
maintenance operations can potentially leave the HMU manual
as required.
mode pistons in the wrong position. When the pilot is not
certain of the position of the pistons, and would like to ensure 6. Recheck to ensure ground idle rigging is still accurate.

11-13

11-14

11-15

11-16

11-17

11-18

11-19

11-20

11-21

11-22

11-23

11-24

11-25

11-26

11-27

11-28
EXTERNAL ELECTRICAL COMPONENTS
Several engine and airframe mounted electrical devices are The measured gas temperature, MGT system supplies a
required by the control system in the operation of the engine. turbine gas temperature signal to the ECU and the engine
monitor panel.
N1, gas generator and N2, power turbine speed pickups
supply signals to the ECU and the instrument panel. The engine driven permanent magnet alternator (PMA)
powers the ECU.
The torquemeter oil pressure transducer (TMOP) supplies
an engine torque output signal to the ECU. The ignition exciter powers the igniter plug for engine starting.
A T1 sensor, mounted in the inlet duct, supplies an air The spark igniter converts electrical energy into heat to initiate
temperature signal to the ECU. the combustion of fuel.

12-1
SPEED PICKUPS
RPM Pickups The N2 Speed Sensor is an environmentally sealed, variable

reluctance permanent magnet powered device that establishes
The N1 and N2 speed pickups are the same as existing series lines of flux across an air gap to a target, which is the Power
IV designs, except with new connectors. Both sensors are Turbine Shaft Spanner nut. Note the Power Turbine Shaft
located on top of the gearbox housing. Spanner nut is located on the power turbine shaft assembly just
The N1 Speed Sensor is a hermetically sealed, variable forward of the number 5 bearing. As the target nut rotates with
reluctance permanent magnet powered device that establishes the Power Turbine Shaft, and each of the 20 slots approach and
lines of flux across an air gap to the target gear, which is the leave the vicinity of the sensor tip, the induced voltage alternately
Centrifugal Breather Idler Gear. Note the Centrifugal Breather increases and decreases to provide an alternating voltage with a
Idler Gear is located in the gas producer gear train of the distorted sine wave output. The 47M frequency of 10,216 cps at
accessory gearbox. The gear rotates at 12,454 rpm at 100%. 100% N2, 30,650 rpm, is proportional to the speed of the shaft.
As the Centrifugal Breather Idler Gear rotates, and each of the The 47B frequency of 10,728 of 100% N2, 32,183 rpm, is
86 teeth approach and leave the vicinity of the sensor tip, the proportional to the speed of the shaft. This signal is then
induced voltage alternately increases and decreases to interpreted by the ECU and used for the engine control of the NP
provide an alternating voltage with a distorted sine wave speed.
output. The frequency of 17,850 cps at 100% N1 is
proportional to the speed of the shaft. This signal is then
interpreted by the ECU and used for engine control of the N1
speed.

12-2

12-3
TORQUEMETER OIL PRESSURE (TMOP) SENSOR
The Torque Meter Oil Pressure Sensor is clamped to a bracket

on the lower right side of the accessory gearbox, above the
ignition exciter. It uses a silicon pressure sensing element that
converts pressure into an electrical signal. This conversion is
accomplished via the piezoresistive effect. Piezoresistive
effect, simply stated, is the change of the resistivity of a
material with an applied stress. Silicon's resistivity has a high
rate of change with applied stress. The piezoresistive
technology employed is a solid state, monolithic, integrated
sensor.
The device is constructed with two sensing elements, one to
measure the pressure media and the other to measure
atmospheric pressure. Each of theses elements is mounted
into separate oil filled capsules. One capsule is welded into the
pressure port, while the other capsule is welded into the back
housing. Resistors are added to the compensation board to
correct for the effects of temperature and balance the
Wheatstone Bridge electrical configuration. The pressure port,
sleeves, back housing, etc are machined from stainless steel.
The sensor signal is used for torque limiting.

12-4

12-5
COMPRESSOR INLET TEMPERATURE (CIT) SENSOR
The CIT sensor (for T1 temperature recognition) is mounted in

the airframe inlet plenum. It is mounted so as to provide the
best possible correlation to the actual engine air temperature,
while providing for suitable protection against foreign object
damage and ice buildup.
The Compressor Inlet Temperature Sensor is a platinum wire
resistance temperature device (RTD). This device consists of
two independent platinum wire elements housed in one probe.
This dual element approach provides for a backup
temperature measurement in the event of a failure in the
primary element.
The sensor consists of two major assemblies, the probe, which
houses the sensing elements, and the body, which provides
the mounting flange and electrical connector. All external
surfaces are passivated stainless steel. The major assemblies
are joined through welding and brazing. When the electrical
connector, which is a hermetic MIL-C-38999 Series III
connector, is attached, the sensor is hermetically sealed and
protected from adverse environmental effects.

12-6

12-7
MGT MEASUREMENT SYSTEM
The MGT thermocouple assembly is an equal resistance branch Alumel Chromel

harness with four integral thermocouple probes. Each
Color Code Green White
thermocouple probe consists of a single element 16 gage
alumel-chromel assembly with a bare wire junction. The Abbreviation AL CR
swaged, magnesium oxide insulated probes employ the same
rugged principles of construction as those used in previous Terminal Eyelet Size Large (Size 10-32) Small (Size 8-32)
engines. The equally spaced thermocouple probes extend Magnetic attraction Magnetic Nonmagnetic
outside of the power turbine support for the harness. The bare
wire junction of each thermocouple probe extends through the
power turbine support and the outer band of the third-stage
turbine nozzle shield and into the gases leaving the gas An engine furnished thermocouple terminal assembly is secured
producer turbine rotor. Each thermocouple probe generates a d- to the right side of the exhaust collector support shield, just
c voltage that is directly proportional to the gas temperature it forward of where the firewall shield slips into the exhaust
senses. The thermocouples and thermocouple harness are collector support shield. The thermocouple terminal assembly
wired in parallel. This provides an average of the four voltages has a 10-32 alumel stud and an 8-32 chromel stud. The
representative of the gas producer turbine outlet temperature. thermocouple harness, the engine harness and the accessory
harness alumel and chromel eyelet terminals fit over the alumel
The flexible thermocouple harness consists of two branches of and chromel studs on the thermocouple terminal assembly.
equal resistance connecting the four probes and a terminal Self-locking nuts retain the eyelet terminals on the studs.
branch, with two eyelet terminals, for connection to the airframe
mounted ECU and the helicopter furnished MGT indicator Periodic checks are required to confirm the integrity of the
circuit. The flexible portions of the harness are covered with a harness assembly. Both circuit continuity and insulation checks
stainless steel wrap to provide abrasion resistance. The are used to assure the harness delivers the proper voltage
materials utilized, external to the gas path, are designed for output to the ECU and cockpit instrumentation while the engine
continuous operation in an ambient temperature of 600°F The is operating. Follow the current procedures as called out in the
thermocouple junctions and lead wire in the harness are alumel maintenance manual for the engine MGT system.
and chromel. Alumel can be distinguished from chromel by any
of the following means:

12-8

12-9
PERMANENT MAGNET ALTERNATOR (PMA)
The PMA is driven by the power turbine gear train at 4410 rpm
for the C47B or 4200 rpm for the C47M. It is mounted on the
left rear drive pad. It provides the primary electrical power to
the ECU above 85% N2.
The Permanent Magnet Alternator (PMA) consists of two
major assemblies, the rotor assembly and the housing
assembly.
The rotor assembly is made up of a rotor shaft and 8
samarium cobalt magnets that are bonded to the rotor shaft.
The rotor shaft incorporates journals for the two bearings that
support the rotor shaft within the housing assembly. The rotor
shaft also protrudes from the housing assembly and into the
engine gearbox to drive pad for the PMA.
The housing assembly is the major mechanical assembly of
the PMA, consisting of the main housing and the end cap. The
main housing and end cap are manufactured from cast
aluminum and are internally machined to accept the stator
assembly, the rotor shaft bearings, and the electrical
connector. The housing assembly also provides a three bolt
flange to attach the PMA to the engine gearbox. The stator
assembly (electrical windings and stator laminations) is wound
to provide three-phase electrical power to the ECU, where it is
rectified. ECU required voltage is less than 40 Vdc.

12-10

12-11
IGNITION EXCITER
The exciter is energized when either

• The PLA is greater than 9° and N1 is between 5 and 50%.
• A flameout is detected.
• Manual HMU operation is selected.
The ignition exciter is solid-state, capacitor discharge, high

energy ignition unit. The unit derives its input power from the
airframe furnished 28 volt (nominal) d-c power source. It is
designed to have a constant spark rate of 300 to 330 sparks
per minute (6 sparks per second) throughout its operational
temperature and voltage range. The stored energy is 1 joule,
with a delivered spark voltage of 5 Kv to 10 Kv. The interval
between sparks is the time required for the capacitor to
recharge. This is affected by the input voltage. The unit is
housed in a fabricated aluminum alloy case. The case is nickel
plated and soldered closed to form a hermetic seal. A high
gloss baked enamel finish is applied to further protect the unit.

12-12
SPARK IGNITER

12-13
The spark igniter is a capacitor discharge, low tension, recommendations should prevent the possibility of
shunted surface gap type. It is similar in construction to the unintentional damage to the spark igniter.
conventional high tension air gap type spark igniter, except the
gap is shunted by a semi-conductor insulation material, which The spark igniter lead is designed with end fittings for mating
provides a conductive path for current discharges at a with high altitude type terminals on the ignition exciter and the
relatively low voltage for ionizing the air in the gap. This spark igniter. A braided conduit is employed to protect the
creates a low resistance path to ground for the charge on the Teflon and glass braid insulated cable from mechanical
capacitor, which provides the heat to cause combustion of abrasion and to suppress radio interference radiation. The
fuel. The spark igniter is externally threaded so that it can be lead terminals use the pin and socket type contact that
threaded into the combustion outer case. presents a minimum amount of electrical resistance to high
current discharges, and thereby, minimizes electrical losses.
Its mechanical function is to locate the combustion liner axially.
Fretting and wear may develop in the rear side of the igniter
due to contact with the combustion liner. If the wear is beyond
limits, a shim should be fabricated and installed between the
igniter and the combustion outer case. This will slightly reduce
the penetration length of the igniter, but will not effect its
function. It will, however, rotate the fretting to the other side of
the igniter, which will allow its continued use, provided there
are no other signs of damage to the igniter.
Inspection limits and maintenance practices for the igniter are
located in the maintenance manual, chapter 74.
Under no circumstances should a shunted surface gap type
spark igniter be cleaned by wire bushing, sand blasting, vapor
blasting, or scraping of the tip. Any of these operations can
damage the semiconductor material between the two
electrodes and result in the spark igniter becoming inoperative
immediately or in reducing its useful life. If it is desired to clean
the metal tip of the spark igniter, it is recommended that it be
wiped only with a soft cloth. Following the above

12-14

12-15
ELECTRONIC CONTROL UNIT

SYSTEM OVERVIEW
The series IV 250-C47B/47M engines use a digital electronic 5. Improved autorotation recoupling minimizes rotor rpm
control system, based upon a single-channel, full-authority droop.
digital Electronic Control Unit (ECU). The ECU also has a
back-up channel built into it (Reversionary channel) in case 6. Surge detection, recovery, avoidance
the primary channel fails. The system controls, monitors and • Advantages regarding safety include:
limits the engine while maintaining helicopter rotor speed. The
control connection between the helicopter and the engine is 1. Improved overall engine reliability
both electrical and mechanical. This interface includes a
2. High reliability electronics
combination of power lever angle (PLA) input, hard wired
discrete and analog signals. 3. Rapid engine failure detection.
The ECU general features are as follows: 4. Flameout detection and autorelight
• Advantages during starting include: 5. Dual channel N2 overspeed limiting, tested at
shutdown
1. Faster and cooler starts
6. PMA electrical power
2. Improved cold weather and low battery starts
7. No pneumatics
3. Over-temperature start abort
• Advantages regarding maintainability include:
• Advantages during operation include:
1. Supportable
1. Improved power turbine governing
2. No field adjustments
2. NG limiting
3. Limit exceedance recording
3. MGT limiting
4. Constant transients, insensitive to fuel type,
temperature, and metering inconsistencies

13-1
ECU GENERAL DESCRIPTION
1. Single channel, full-authority electronic control unit (ECU) torque smoothing, and rotor torsional filtering are
with reversionary channel back-up. additional ECU functions.
2. Airframe mounted on vibration isolators. 9. An electrically separate analog overspeed system will
reduce fuel flow if N2 limits are exceeded. The system is
3. Powered by the aircraft 28 volt dc battery when N2 is checked by pilot selection at engine shutdown after the
below 85%. first flight of the day.
4. Powered by the N2 Driven Permanent Magnet Alternator 10. FADEC system faults and engine limit exceedances are
(PMA) when N2 is above 85%. recorded and sent to the aircraft instrument display.
5. Controls the stepper motor actuated fuel metering valve in 11. Maximum engine N1 speed is limited.
the HMU.
12. In the event of engine flameout, the automatic relight
6. Receives input signals from engine and airframe mounted sequence is initiated.
sensors.
13. Engine surge detection will initiate automatic recovery and
7. Automatic start function sequences engine starter, acceleration fuel schedule modification to minimize future
ignition, and light-off fuel flow. Controls acceleration rate occurrences during the current flight.
(NDOT) up to idle rpm, while avoiding surge and over-
temperature. If maximum MGT is exceeded, the start will 14. If both the primary and reversionary ECU channels fail
be aborted. completely, the control will revert to manual mode for the
C47B engine, and fuel flow will remain fixed until manual
8. Isochronous governing of power turbine rpm (N2) fuel control is selected for the C47M engine. The ECU
maintains rotor rpm (NR) within the normal operating overspeed limiter remains functional.
range. Load anticipation, rotor rpm decay anticipation,

13-2
ELECTRONIC CONTROL UNIT PHYSICAL DESCRIPTION
The ECU is housed in an environmentally sealed enclosure The ECU contains input and output signal processing circuitry,
providing shielding for printed circuit assemblies and other a microprocessor, power supplies, a pressure transducer, and
internal components. It requires 25 watts of power for engine overspeed detection circuitry; all required to implement
operation. Engine and airframe vibration reaching the unit is the specified engine control functions.
minimized through the use of elastomeric isolators mounted at
each corner of the unit. There are two circular electrical The software program installed in the ECU is located in a
connectors on the front face of the unit - J1 connects to the "Flash" EEPROM (electrically erasable programmable read
engine harness, which conducts engine and HMU signals, and only memory) integrated circuit located on the Computer
J2 connects to the airframe harness, which conducts signals Board Assembly. The particular version of software installed in
to/from the aircraft. An external fitting, labeled P1, is the ECU is identified by the last two digits (dash number) of
connected to an internally mounted pressure sensor that the ECU part number (e.g., 24), and is inscribed on the
measures ambient pressure. The fitting also allows a nameplate located on the top surface of the unit. This number
pneumatic pressure line to be connected to the unit as needed represents a unique identifier for both the primary and
for testing. A drilled boss with a helical insert (located on the reversionary software versions in the ECU.
lower front edge of the unit) is provided to allow attachment of Fault Detection, Storage, and Readout
a ground strap. In addition, ground straps are also required
from engine to aircraft (aircraft supplied), HMU to engine Fault information is stored in the EEPROM during all phases of
fireshield, PMA to engine fireshield, and engine horizontal ECU operation. This provides a history of any fault
fireshield to fireshield slip joint retainer. A nameplate occurrences with the ECU or associated control system
containing part number and serial number information is elements for troubleshooting purposes. This information is
mounted on the top surface of the ECU. retained until the ECU is removed and the information is
purposely cleared during a maintenance action. Fault
Electromagnetic compatibility (EMC) of the ECU with the information is retrieved from the ECU through the RS-423 data
engine and airframe is provided through the use of filtering bus to the test port data link through a dedicated aircraft
components, which minimize the susceptibility of the unit to connector.
electrical transients and noise. Protection against indirect
lightning effects (induced currents and voltages) is provided The FADEC system broadcasts soft fault and hard fault data
through the incorporation of dedicated components capable of whenever a fault occurs during engine run, which is defined as
withstanding the high currents and voltages without passing the period between lightoff detection and subsequent engine
them on to the signal processing system.

13-3
shutdown. This information goes directly to the aircraft cockpit control, or a soft fault, which allows the ECU to remain in
caution and warning light panel. control of the engine, but in a potentially degraded mode. The
FADEC system must be repaired prior to the next flight for
As previously stated, all faults are classified as either a hard hard faults, while maintenance may be deferred for a ferry
fault, requiring switchover from the ECU to the HMU backup (repositioning) flight only for soft fault conditions.

13-4
CONTROL SYSTEM OPERATING MODES
The control system operates in one of several modes, reversionary mode, the NP speed will remain at 100%
depending on the engine type, covering all possible system regardless of throttle position (above idle). The engine can be
states, including the transitional modes to and from the auto shut down while in reversionary mode by rolling the throttle to
and manual modes. cut-off. If the reversionary mode is not capable of controlling
the engine, a "hard fault" is signaled to the cockpit and an
Auto Mode automatic switchover to manual mode (C47B) or fail fixed
In the auto mode, the ECU has complete control over engine mode (C47M) occurs
operation, including fuel flow (Wf), ignition exciter, and starter
Fail-Fixed Mode (C47M only)
motor. The ECU receives engine and airframe parameters and
cockpit command signals, processes them according to the The fail-fixed control mode is a transitional state entered into
programmed control algorithms, and modulates the stepper when switching from the auto mode to the manual mode is
motor-driven fuel metering valve to achieve desired required. When the ECU detects a failure and classifies it as a
performance. hard fault demanding reversion to the manual backup control,
it depowers the stepper motor in the HMU, thereby "freezing"
Reversionary Mode fuel flow to the engine at its last good value. Simultaneously,
If any failures are detected in the ECU or one of its the pilot is informed of this hard fault via a cockpit indicator
input/output signals, a determination is made whether or not lamp. It is up to the pilot to complete the transition to manual
the ECU will continue to operate in a primary channel by depowering the auto/manual changeover solenoid.
degraded operating capability, or switch to the reversionary
Manual Mode
mode. If the detected failure does not significantly impair the
functioning of the ECU, a "soft fault" is indicated and engine Selection of manual mode is accomplished in one of two ways.
control continues in a degraded mode. 1) - by the pilot, who selects manual via the auto/manual
switch located in the cockpit. 2) – by the control system when
The reversionary mode allows the control to operate with a it determines that it cannot continue to modulate fuel. When
reduced input set, while continuing to provide automatic power the switch is actuated (or the control system reverts to
turbine governing. It is not a pilot selectable mode. Indication manual), the changeover solenoid is depowered, resulting in
of operation in reversionary mode is when three lights the activation of the piston servomechanism in the HMU. This
illuminate simultaneously. They are the FADEC Degade, mechanism, which is positioned by the power lever, engages
FADEC Fault, and Restart Fault lights. When operating in the fuel metering valve thereby allowing the pilot to modulate

13-5
fuel flow. Fuel flow will be a function of the pilot controlled is initialized, and the system checked for any faults. If the ECU
metering valve orifice size. The pressure drop across the determines that it is healthy, the transition to auto mode is
metering valve will be regulated as a function of P1 (altitude). allowed to proceed to completion.
While in the manual mode, the ECU, if still operational, will
track HMU operation, perform diagnostics, monitor engine Power-up Mode
functions, and provide overspeed protection and limiting for Upon initial application of electrical power to the ECU, the
N2. control system enters the power-up mode. In this mode, the
ECU initializes all electronic components and executes self-
Manual-to-Auto Mode
test to establish its health. After successful completion of all
This is a transitional mode from manual to auto, lasting up to initialization and self-tests (lasting about ten seconds), the
five seconds to accommodate disengagement of the manual control system transitions to either the manual mode of the
servomechanism pistons. During this time, existing faults in manual-to-auto mode, depending on the position of the cockpit
the ECU are cleared, control algorithm and fault logic software auto/manual switch.
This manual is for training purposes only. The training guide material is not to be used as a
supplement to, or in lieu of, any maintenance publications for the subject engine.
13-6
SYSTEM FEATURES
NDOT Control twist grip (PLA) at the “fly” position for C47B (70 degrees) or
100%travel for the C47M. If desired the PLA can be rolled
The basis for this control system is an NDOT controller that back to force a power turbine speed/helicopter rotor speed
regulates the acceleration rate of the gas generator to control (N2/NR) needle split for autorotation.
engine power. Each governor and limiter in the control sends a
signal to the NDOT controller requesting that more or less Power Turbine (N2) Governor
power be output by the engine. These requests, which are in
the terms of demand for N1 acceleration/deceleration, are then The control governs N2 to maintain helicopter rotor speed
compared by the NDOT control. (NR) at the set point. The control utilizes isochronous speed
governing with gains and compensation optimized for the
The comparison consists of examining the current actual rate engine installation. No NR/N2 up-down beeper is incorporated
of acceleration to that demanded by each governor and limiter. on the 47B/47M engines. The 47B, however, does provide an
The lowest demanded NDOT is then selected and a final option for the reduction of NR rpm to 92% for "Quiet Mode"
comparison is done with the engine acceleration limit on a operation. Actuation of the Quiet Mode switch reduces N2
highest wins basis. The winning parameter is then converted immediately to 92% for reduced rotor noise.
into a command to move the fuel flow metering valve, causing
an increase/decrease in fuel flow, and accordingly, gas A collective pitch (CP) position analog potentiometer input
generator speed (N1). signal provided by the airframe provides load anticipation for
the NP speed governor. This anticipation initiates Ni
The system provides for consistent engine acceleration and acceleration after CP movement prior to actual load increase,
deceleration rates regardless of engine condition. The thus reducing rotor speed droop.
programmed limits are established to avoid compressor stall,
turbine overtemperature, torque exceedances, and combustor The rotor speed input frequency signal provided to the control
blowout. by the aircraft enhances autorotation recovery. Using the rotor
speed input, the FADEC increases power turbine speed to
Gas Generator (N1) Governor match rotor speed during the reapplication of rotor load, thus
minimizing rotor speed droop/overshoot.
In auto mode the pilot's PLA controls the setpoint for the Ni
governor. This allows the pilot to limit engine power as desired
and provides smooth transition from N1 governing at ground
idle to power turbine speed (N2) governing at flight idle.
Normal flight operations shall be conducted with the throttle
This manual is for training purposes only. The training guide material is not to be used as a
supplement to, or in lieu of, any maintenance publications for the subject engine.
13-7
Exceedance Limiting to avoid subsequent surge. The acceleration schedule is reset
to the original schedule at FADEC power up, or transition of
Automatic limiting functions accomplished by the FADEC the auto/manual switch from manual mode to auto mode.
include turbine temperature limiting, torque limiting, N1 speed
limiting, and N2 speed limiting. Autorelight
The FADEC controls engine power level from cutoff to takeoff The FADEC declares an engine flameout by detecting an N1
power by controlling the selected N1 speed as a function of deceleration rate greater than a predetermined flameout
the pilot's power lever. In normal helicopter flight operation, the boundary rate. The engine flameout is annunciated to the
power lever is advanced and maintained at its maximum angle aircraft . Without pilot action, the FADEC will initiate a restart
to act as an N1 topping governor, while the N2 speed governor sequence, which includes scheduling the appropriate restart
establishes the engine power level necessary to match the fuel flow as a function of operating and ambient conditions and
helicopter rotor load required. With an increase in collective activating the ignition system. Relight will be detected by the
pitch the N2 governor maintains N2 rpm by increasing N1 until FADEC and the turbine temperature will be controlled. The
an N1 topping limit is achieved. engine then will smoothly accelerate back to the commanded
operating condition. The Engine Out signal will turn off after a
The ECU continuously monitors for the following conditions: minimum NDOT or increasing MGT is established. No pilot
uncommanded decrease in N1, engine overspeed, N2 shaft action is required unless the engine fails to relight by 50% gas
failure (with no overspeed), and engine flameout. Should any generator speed (N1). In the event of an unsuccessful relight,
of these conditions occur, the ECU declares an engine out the engine PLA should be moved to cutoff. Ignition occurs
condition and transmits an engine out signal to the aircraft when PLA is greater than 9° and N1 is between 5 and 50%, or
cockpit. when a flameout is detected.
Surge Detection and Recovery Fuel flow begins when the PLA is greater than 10° and N1 is
The FADEC detects engine surge by comparing the rate of greater than 12% and no hot start abort is being requested.
change of N1 speed to a predetermined boundary rate. If the Lightoff is detected when N1 is greater than 25%, MGT rate is
boundary is exceeded and MGT is increasing, the surge will above 140°F/sec and MGT is above 350°F.
be detected and recorded by the internal ECU EMS. The
surge will be recorded in the ECU's memory relative to the N1
speed at which it occurred. Without pilot action, the FADEC
will reduce fuel flow during the surge and reduce the maximum
acceleration schedule during the current acceleration in order
to quickly recover from the surge. The FADEC will then lower
the acceleration schedule at the N1 where the surge occurred

13-8
Automatic Start The overspeed trip setpoint is 118.5 ± 1%. The engine fuel
flow is reduced to a min flow (34 to 49 pph) upon activation of
The FADEC control system provides automatic start the overspeed solenoid valve. Once the N2 speed drops 6.5%
sequencing and engine control during the engine starting below the overspeed threshold, the solenoid valve opens and
cycle. This involves controlling fuel flow until stabilized idle gas normal fuel flow is restored.
generator (N1) speed is reached. Starting is initiated by the
pilot by placing the power lever in the ground idle position and The overspeed limit control design incorporates four analog
activating the start switch. Once the required lightoff N1 speed speed sensing circuits driven by two N2 speed signals. Two
of 12% is achieved (10% it ambient temperature is less than independent sensing circuits are used to confirm an actual
20°F), the FADEC introduces fuel to the engine. The engine overspeed. Both must agree before the overspeed solenoid is
fuel flow is then regulated to control the N1 turbine rate of activated. This voting system is implemented with a special
acceleration (NDOT) and to maintain a turbine temperature adapter installed on the main engine harness (F.O.S.T.
(MGT) limit while accelerating to ground idle. Pilot fuel adapter). The power turbine overspeed limiter operates while
modulation is not required. Additionally the control can prevent the ECU is in either the automatic or manual mode. Operation
most over-temperature starts by automatically cutting fuel flow of the overspeed system is evaluated by three methods; power
off should N1 speed, battery voltage, or MGT exceed up check, continuous checks, and an automatic overspeed
"boundary limits" during the start. test.
System Built-in Test The power supply for the power turbine overspeed limiting
circuits is independent of the power supply for the remaining
The FADEC system incorporates logic and circuitry to perform
ECU circuits and is sourced by both the aircraft power bus and
a high level of self-diagnostics, some of which is described
the engine mounted PMA.
herein. In general, all sensors are checked for continuity, rate,
and range. Discrete inputs are checked for continuity. Output Power Up Functional Check
drivers are monitored for current demand to sense failed
actuators. Output drivers are current limited. A FADEC power The power up check occurs when the ECU is first turned on.
up check exercises all output drivers and actuators to ensure This check ensures electrical continuity of the overspeed
system functionality and readiness. All failure information is circuit and the ability of the ECU to power the overspeed
broadcast for display. solenoid. This test is performed by turning on each of the
overspeed solenoid drivers and measuring the voltage and
Overspeed System current draw across the overspeed solenoid valve. The
measured voltage and current are then compared to limits.
Power turbine overspeed limiting is provided by an analog
electronic control that is integral to the ECU.

13-9
Continuous Functional Check Overspeed System Failure Annunciation
Continuous checks occur during normal engine operation. The operational status of the overspeed system is
These checks monitor the functionality of the N2 speed automatically and continually monitored by other ECU circuits
signals, which supply the overspeed system. The two N2 to detect latent failures that could result in non-operation
speed signals that supply the overspeed system are should one or more failures occur. Should a failure be
continuously compared for differences, and should a detected by the automatic test or the continuous checks, it will
difference become larger than a predetermined limit, a fault is be annunciated to the pilot by the ECU degraded discrete.
declared.
Engine Data Availability
Overspeed Functional Test
Some of the following information for maintenance will be
Pilot-initiated Overspeed Functional Test. The automatic available through the ECU test port.
overspeed test evaluates the ability to the overspeed solenoid
to reduce fuel flow. This test is conducted at ground idle prior • Engine running time
to engine shutdown and, if successful, results in the engine • Number of engine starts
being shut down.
• Highest peak value and time exceeding turbine speed limit
The test is initiated by placing the engine in ground idle with (N1 & N2)
the collective pitch full down. The pilot then presses and
release the overspeed push to test switch. The FADEC will • Highest peak value and time exceeding turbine run
then activate the overspeed solenoid valve, and fuel flow to temperature limit (MGT)
the engine will be reduced to min. flow. The activation of the • Highest peak value and time exceeding engine output
overspeed solenoid turns the overspeed light on, and the shaft torque limit
reduction in fuel flow causes the N1 speed to decrease. The
decrease in N1 speed is detected by the ECU, and the test is • Highest peak value and time exceeding engine start
declared successful. In the event of a successful test, the temperature limit (MGT)
FADEC will automatically shut down the engine. Should the • Occurrence of engine surge for compressor inspection
test be unsuccessful, the engine will remain at ground idle.

13-10
Failure Annunciation. The operational status of the engine 3. Push the start switch momentarily
control system is automatically and continually monitored by
4. Monitor engine parameters
the ECU. Should a failure be detected it will be annunciated to
the pilot. When a control system fault occurs that prevents There are actually more steps for engine and aircraft that
continued operation of the Auto Mode control (both the primary require observation, such as rotor blade clearance, oil
and reversionary channels), the FADEC FAIL will be pressure etc.
annunciated. The FADEC DEGRADE will be annunciated FADEC HOT START ABORT feature still requires operator
when a fault has occurred that may affect engine performance, start sequence monitoring.
or that maintenance action is required.
No manual throttle modulation is required-does nothing below
NOTE: Not all control system failures, i.e., mechanical the idle detent, unless retarded to cutoff
component failures and cockpit indication failures
are annunciated in the cockpit. Common reasons for starting problems:
Manual Mode • Improper air purge after fuel system maintenance.
In the manual mode, the pilot's PLA input is tied mechanically • Not pushing the start switch within 60 sec. after moving
to the fuel flow metering window in the HMU. The manual the throttle out of cutoff.
mode is engaged by de-energizing a solenoid in the HMU via • Delayed or No lightoff due to improper Fuel Nozzle
a cockpit switch. This allows the pilot to vary fuel flow to the shimming.
engine by moving the PLA. Manual mode fuel flow is altitude
compensated to allow a consistent PLA horsepower • Not following HMU piston parking procedure after fuel
relationship versus altitude. At 100% throttle travel, the manual system maintenance, or shut down in Manual Mode.
mode will provide at least takeoff power. Additionally, the fuel Refer to Commercial Service Letter 6108 for more information
flow slew rate is mechanically limited to avoid blowout and to on engine starting for FADEC engines.
provide proper responsiveness for aircraft operation.
Automatic Starting Steps
Operational Description
Fuel flow ON when throttle is moved above 10° and N.1 is
Engine Starting above 12% (10% if T, below 20°F).
With the FADEC system, starting is a four-step process. Lightoff fuel flow is at a rate of 50 pph, with 34 pph through the
1. Select FADEC Auto Mode min. flow orifice and 16 pph through the metering valve.
2. Open throttle to Idle Ignition is on when PLA is above 10° and N 1 is between 5
and 50%.

13-11
Starter is on when Start button is pressed, N1 is below 50% Starter automatically cranks engine when MGT is
and PLA is above 9°. above 300°F (148.8°C) after an aborted start, even
with the PLA in cutoff.
Start button must be depressed within 60 sec. of advancing
PLA above 9°. This is a safety feature, preventing accidental Ground Idle
engine starting.
The FADEC N1 governor holds at 63%(C47B) or 65% (C47M)
Lightoff is detected when N1 is above 25%, MGT exceeds with PLA at Idle.
residual MGT by 220°F, or rate of increase exceeds 140°F per
The PLA schedules N 1 to give the pilot better power control
second.
until 100% N2 is reached when the NP governor assumes
• Start Temperature Limiting control of fuel flow.
Reduces scheduled acceleration rate (NDOT) when Transition to Flat Pitch (Flight Idle)
MGT exceeds 1300°F (minimum rate is 0.5% per Rolling throttle up to maximum (FLY) position results in
second). This feature is to avoid compressor surge or changeover from the N1 governor to the NP governor.
flameout.
Must be done slowly because the FADEC does not protect
• Surge Detection, Recovery, and Subsequent rotor mast drive train from overtorque.
Avoidance
Once flat pitch is established, the FADEC N2 governor will
Based on large MGT increases, along with high NDOT
hold N2/NR to the beeper setting.
(acceleration schedule) errors. Recovery halts
acceleration until condition clears. ECU reduces fuel Flat Pitch Power and Above
flow the next time N1 enters the range when surge
occurs during the current flight. Throttle stays at “fly” PLA (70 degrees for C47B, 100 degrees
for C47M) and the FADEC governor holds NP at 100%.
• Start Abort
Transition to Ground Idle
When N1 is below 50% and MGT exceeds 1625°F
(885°C). The limit increases to 1675°F (913°) if residual Retarding throttle to Ground Idle results in transitioning control
MGT (from last engine run) is above 180°F or altitude from N2 governor to N1 governor.
is above 10,000 ft. FADEC Decel. Schedule controls deceleration rate to prevent
When ECU supply power drops below 10.3 Vdc. engine flameout.
• Automatic Engine Cool Down After a Hot Start

13-12
Engine Shutdown • N1 DOT is less than -1%/sec
A normal shutdown is to move the throttle to PLA cutoff. N1 would probably be stable due to the 2 minute cool down
required before shutdown.
Not advisable to use the aircraft fuel shutoff, except in an
emergency. HMU pump bearings may be damaged due to no Engine Flameout - Auto Relight
fuel for lubrication.
The FADEC will detect flameout by sensing a negative NDOT
Power Turbine Overspeed Limiting or N1 below 56%, and send an ENGINE OUT warning to the
annunciator panel.
Always active — an electrically separate section of the ECU.
FADEC will turn on ignition and schedule relight fuel flow.
Reduces fuel flow to minimum flow at 118.5% N2 (47B) 116%
N2 (47M). If N1 decays below 50%, the FADEC will engage the starter
and continue trying to relight (C47M). For a C47B, the pilot
Restores fuel flow when N2 is 2% below the trip speed (C47M) must perform a complete start sequence per the aircraft
or 6% below the trip speed (C47B). operating manual.
Overspeed System Test Shutdown
At every power-up, the overspeed system component
functions are automatically checked. These include reception
of rpm signals, detection of overspeed, functioning of
overspeed drivers, and continuity of the overspeed valve
solenoid.
After the first flight of the day, a pilot selected overspeed test
engine shutdown must be performed. Accidental actuation of
the test is prevented when any of the following conditions
exist:
• PLA above 40°
• Collective above 10%
• N1 below 60% or above 66%
• N2 above 75%

13-13
TROUBLE SHOOTING AND FAULT ISOLATION
The 250-C47B and 47M installations utilize unique airframe Later iterations of these airframes may incorporate electronic
supplied systems for identifying and displaying control system cockpit displays for flight and control data. These models have
faults. digital interrogation capability that can be used to display some
system fault codes following the rotorcraft flight manual/airframe
Both the 47B and 47M O&M manuals incorporate a section maintenance manual procedures.
entitled FADEC Fault and Cockpit Flashing Light Display. This
section describes the fault codes, words, descriptions, causes, Chandler Evans, the control system supplier, has developed an
system accommodation, effect on engine operation, airframe extensive Fault Isolation Manual that is presently incorporated in
indication, and the potential component failure. This the Operation and Maintenance Manuals for these engines. It is
information is accessible from the maintenance terminal located in the Engine Fuel & Control section 73.
through a laptop computer device.
The instrument panels incorporate flashing light displays that
are identified in a troubleshooting table. There is also a table
covering fault codes that do not directly drive cockpit
indications but could appear on a maintenance terminal
screen. An additional table identifies fault codes that are
engine FADEC system related.

14-1

14-2

14-3

14-4

14-5

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M250-C47B/47M Training Manual

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Ignition System 2. Electronic Control Unit - The ECU is airframe mounted. It

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For ECU P/Ns 23071644 or subsequent, all FADEC system

In aircraft applications incorporating only an annunciator panel,

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List of Common Abbreviations

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ENGINE RATING SPECIFICATIONS

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MEASURED GAS TEMPERATURE LIMITS

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ENGINE RATING SPECIFICATIONS

250-C47BM Engine Ratings

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MEASURED GAS TEMPERATURE LIMITS

Measured Gas Temperature Limits (MGT)

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ENGINE FUNDAMENTALS FOR HELICOPTER APPLICATION

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OPERATION OF REQUIRED HELICOPTER COMPONENTS

Transmission System Collective Pitch Lever

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Autorotation Practice autorotational landings can be made by simulating an

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