Professional Documents
Culture Documents
Pilot
Tips
GARRETT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TFE FAMILY & EVOLUTION . . . . . . . . . . . . . . . . . . .
FLIGHT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . .
4
4
6
7
3 NOTIFICATION
4 TFE731 DESCRIPTION
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TFE731 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATIONAL PRINCIPLE . . . . . . . . . . . . . . . . . . . 10
CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MAINTAINABILITY . . . . . . . . . . . . . . . . . . . . . . . . . 12
LOW NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
EXTENDED RANGE . . . . . . . . . . . . . . . . . . . . . . . . 12
POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 13
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Electronic Engine Control (EEC/DEEC) . . . . . . . . . . 14
N1 Digital Electronic Engine Control . . . . . . . . . . . 17
Engine Performance Reserve . . . . . . . . . . . . . . . . . . 19
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Engine Synchronization . . . . . . . . . . . . . . . . . . . . . .23
25
27
28
28
31
35
36
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Descent,Approach and Landing . . . . . . . . . . . . . . . .39
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
6.2 ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . .
N1 DEEC Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3 INFLIGHT SHUT-DOWN AIRSTART PROCEDURES . .
6.4 FLIGHT TEST PROCEDURES . . . . . . . . . . . . . . . . . .
6.5 OPERATIONAL SUGGESTIONS . . . . . . . . . . . . . . . .
6.6 JET-CARE AND S.O.A.P. PROGRAM . . . . . . . . . . . . .
6.7 SERVICING INFORMATION . . . . . . . . . . . . . . . . . .
6.8 COLD WEATHER OPERATION . . . . . . . . . . . . . . . .
6.9 OPERATIONAL CHARACTERISTICS . . . . . . . . . . . .
Acoustic Surveys . . . . . . . . . . . . . . . . . . . . . . . . . . .
Characteristics of the TFE731 at Idle . . . . . . . . . . . .
Engine Matching . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
TFE731-20/40/60 INTRODUCTION
7.1 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2 SPECIFICATIONS & LIMITATIONS . . . . . . . . . . . . .
TFE731-20/20R . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TFE731-40/40R . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TFE731-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3 OPERATIONAL PRINCIPLE . . . . . . . . . . . . . . . . . . .
7.4 CERTIFICATION & POWER SETTINGS . . . . . . . . . .
7.8 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . .
7.9 SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Digital Electronic Engine Control . . . . . . . . . . . . . .
Performance Reserve Systems . . . . . . . . . . . . . . . . .
Synchronizer System . . . . . . . . . . . . . . . . . . . . . . . .
Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vibration Monitoring System . . . . . . . . . . . . . . . . . .
Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
42
46
48
51
53
54
55
56
56
57
58
60
60
61
61
63
66
68
68
70
70
70
73
74
76
78
78
79
80
80
82
ii
86
87
87
89
94
95
95
96
97
98
98
99
123
123
124
125
126
128
129
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
iii
INTRODUCTION
1.1
1.2
HISTORY
2.1
GARRETT
2.2
TFE FAMILY
See GLOSSARY
2.3
2.4
FLIGHT OPERATIONS
Flight test aircraft are fitted with test engines and subjected to
extensive operation through the entire flight envelope to verify
operational characteristics and performance as defined by the
engine specification.This can only be accomplished in flight, where
simultaneous pitch, roll and yaw variations can be imposed on the
engine during steady state operation and thrust lever transients.
Extensive instrumentation pickups in the test engine can sense
and transmit data through telemetry to recording equipment on the
ground. This provides more accurate data than that which can be
manually recorded from the aircraft instruments. In some cases this
procedure can detect minute engine anomalies not discernible in
the cockpit.
NOTIFICATION
THIS PILOT
TIPS BOOKLET SERVES AS
SUPPLEMENTARY
INFORMATION
ONLY.
DESCRIPTIONS AND OPERATIONAL PROCEDURES
ARE GENERIC IN CHARACTER AND MAY NOT
COMPLETELY REPRESENT A SPECIFIC ENGINE
INSTALLATION. THEREFORE, THE AFM3 IS ALWAYS
THE FINAL AUTHORITY FOR OPERATION OF THE
AIRCRAFT AND THE ENGINES.
TFE731 DESCRIPTION
4.1
GENERAL
4.2
TFE731 DESIGN
See GLOSSARY
4.3
OPERATIONAL PRINCIPLE
4.4
Planetary
Reduction
Gears
Four Stage
Low Pressure
Axial Compressor
Oil Cooler
Fan
Bypass
Duct
Fan
Single Stage
High Pressure
Axial Turbine
Three Stage
Low Pressure
Axial Turbine
CERTIFICATION CONSIDERATIONS
Single Stage
High Pressure
Centrifugal
Compressor
Accessory
Gearbox
10
11
4.5
MAINTAINABILITY
4.6
LOW NOISE
4.7
EXTENDED RANGE
4.8
12
POWER MANAGEMENT
For the TFE731 engine, low pressure rotor speed (N1) has
been demonstrated to be a reliable indication of engine thrust.
Actual governing of the high pressure (N2) spool is
accomplished by cockpit power lever angle (PLA)5 input to the
electronic engine control. Since the aerodynamic coupling
between N1 and N2 is predictable and repeatable,controlling N2
therefore produces the desired N1, or engine thrust.The TFE731
engine is rated in pounds of thrust, but is monitored in terms of
N1 RPM, N2 RPM and interstage turbine temperature (ITT).
Power Lever Angle (in some aircraft it is referred to as FCU angle) refers
to the actual position of the power levers in the cockpit, calibrated from
0(cutoff position) to 120(maximum power).
13
4.9
SYSTEMS
14
15
CAUTION:
REFER TO INSTRUCTIONS FOUND IN THE AFM
SUPPLEMENT REGARDING SWITCH POSITION WHEN
OPERATING A FERRY FLIGHT WITH ONE EEC/DEEC IN
MANUAL MODE.
10
11
16
17
CAUTION:
REDUCE POWER BELOW 80% N1 WHEN SWITCHING
DEEC FROM ON/AUTO TO OFF/MANUAL, IF
OPERATIONALLY FEASIBLE.
18
12
For those aircraft equipped with a three position DEEC switch in the
cockpit, this procedure may be accomplished by placing the switch in
Manual mode and conducting a manual mode start. For aircraft equipped
with a two position switch, refer to the AFM or TFE731 LMM for
instructions on testing the overspeed circuit during a manual mode start.
19
Lubrication System
A dry sump, high pressure regulated oil system is provided
to lubricate and cool compressor and turbine bearings and the
reduction gearing. System components include an oil pump
14
20
21
Engine Synchronization
The TFE731 engine rpm synchronizing system incorporates
provisions for synchronizing the rotation of either the N1 (fan) or
N2 (gas generator) spools. Although N1 synchronization is usually
used, it has been found on some aircraft that synchronizing N2
instead of N1 sometimes presents cabin comfort advantages in
specific flight regimes.
Fuel System
An engine mounted two stage pump provides fuel to the
hydromechanical section of the fuel control system at the
required pressure and flow.The low pressure element provides
fuel flow through the filter and proper inlet pressure to the fuel
pump high pressure element. The high pressure element
provides the necessary fuel quantities and pressure required by
the scheduling activities of the fuel-control system. On various
aircraft optional motive flow pressure is provided to airframe
injector-motive flow pumps. A filter de-icing valve mixes warm
fuel from the fuel heater with boost-pump discharge flow to
prevent icing of the filter element. A filter bypass valve will
provide an unobstructed flow path should the fuel filter become
clogged during flight. This condition will be indicated by a
differential pressure warning manual pop-up button on the filter
or optional cockpit warning light.
22
Left
95.5
95.7
845 C
645
Right
95.5
94.7
840 C
640
Left
95.5
95.7
845
645
Right
97.5
95.7
864
690
23
TFE731 SPECIFICATIONS
& PERFORMANCE DATA
5.1
FAN
(CCW)
11,502
11,502
11,676
11,676
N2
(CW)
29,692(100%)
30,100(100%)
29,692(100%)
29,989(101%)
family
822 to 899 lbs.
Length 65 in.,Width 34 in., Height 41 in.
Length 91 in. with mixer nozzle installed
Spool Speeds
FAN
(RPM)
(CCW)
-4
11,676
-4 APR
11,676
-5/5A
10,416
-5/5A APR/RPR 10,416
-5B
10,666
-5B APR/RPR 10,666
24
N1
(CW)
20,688(100%)
20,688(100%)
21,000(101.5%)
21,000(101.5%)
N1
(CW)
21,000(100%)
21,000(100%)
21,000(100%)
21,000(100%)
21,000(100%)
21,000(100%)
25
N2
(CW)
29,989(100%)
30,300(101%)
29,692(100%)
29,989(101%)
30,300(100%)
30,540(100.8%)
5.2
RATINGS
Performance Comparison
-2/2C -3/3D -3A/3C -3B/3C -4
-5
Takeoff Thrust
Sea level ISA
Uninstalled, lbs.
3500
Thrust lbs.
.8M FL400 ISA
755
817
838
844
929
955
986
1050
Bypass Ratio
Sea level ISA
2.51
2.67
2.66
2.65
2.40
3.33 3.15
3.20
TSFC
Sea level ISA
.504
.515
.507
.507
.518
.484 .469
.470
TSFC
.8M FL400 ISA
.815
.819
.809
.816
.796
.802 .771
.758
669
678
689
715
705
805
5.3
Model
Start
Takeoff
Model
Start
Takeoff
Model
Start
Takeoff
3650
4080
760
-5B
TFE731 Model
3700 3700
-5A
RECOMMENDED
TFE731-2/-3/-4/-5
OPERATING PROCEDURES
NOTE:
AN OPERATING PROCEDURE, TECHNIQUE, ETC. WHICH
WARRANTS EMPHASIS.
LIMITATIONS
Maximum Start and Takeoff Temperatures
TFE731-2
TFE731-2C_(APR)
TFE731-3(3A)_(APR)
ITT
ITT
ITT
860C
880C
907C
860C
880C (907C)
907C (929C)
TFE731-3B_(APR)
ITT
890C
890C (916C)
TFE731-3C/3D_(APR)
ITT
910C
910C (929C)
TFE731-4_(APR)
ITT
952C
952C (974C)
TFE731-5_(APR)
ITT
952C
952C (974C)
TFE731-5A_(APR/RPR)
ITT
952C
952C (974C)
TFE7315B_(APR/RPR)
ITT
978C
978C (996C)
26
CAUTION:
OPERATING PROCEDURES, TECHNIQUES, ETC., WHICH
COULD RESULT IN DAMAGE TO EQUIPMENT IF NOT
CAREFULLY FOLLOWED.
27
6.1
PREFLIGHT INSPECTION
CLEARED/DEFERRED
DISCREPANCIES
- CHECKED
GPU/APU
(If use is intended)
15
- CHECK OPERATION
CAUTION:
CONSULT THE AFM FOR THE APPROPRIATE GPU
RATING REQUIREMENT.
ENGINE INTAKE/
EXHAUST COVERS
- REMOVED
ENGINE COWLING
AND FASTENERS
- CONDITION AND
SECURITY
- CHECKED
Check the PT2/TT2 sensor for security, damage, and that all
openings are clean and clear. Damaged or blocked sensors
can send erroneous signals to the EEC/DEEC causing
erratic engine operation.
Check for moisture that may collect in the bottom of the inlet near the fan
blades. During cold weather operation the possibility exists this moisture
may freeze and restrict fan rotation.
28
- CONDITION AND
FREE ROTATION
NOTE:
RUBBING NOISES OR ROTATIONAL RESISTANCE
WITHIN 15 MINUTES AFTER SHUTDOWN MAY BE MORE
NOTICEABLE DURING THE FIRST 100-200 HOURS
AFTER MPI/CZI.
OIL QUANTITY
AND FILLER CAP
16
17
The TFE731 engine will often normally indicate a level of 1/2 to 1 quart low.
Each engine will typically seek its own level, and operate at that point
between S.O.A.P. checks. Pilots should confirm oil consumption is within
limits if frequent servicing is required.
29
CAUTION:
USE CAUTION WHEN OPENING THE OIL FILLER CAP. IF
OVERSERVICED, HOT OIL COULD SPLASH FROM FILLER
NECK.
ENGINE START
BATTERY/GPU/APU
NOTE:
USE OF A GPU/APU IS RECOMMENDED FOR ENGINE
STARTS BELOW 0C.20
- NORMAL
FUEL/OIL DRAINS
CAUTION:
MANUAL MODE BATTERY STARTS ARE NOT
RECOMMENDED
ENGINE INDICATORS
CAUTION:
PLUGGED OVERBOARD DRAIN LINES MAY CAUSE
ADVERSE ENGINE OPERATION.
TURBINE EXHAUST/
MIXER NOZZLE19
- CONCENTRIC,
UNDAMAGED
TURBINE BLADES
- CONDITION
THRUST REVERSER
- CONDITION,
PROPERLY STOWED
COCKPIT SWITCHES
AND INDICATORS
18
19
30
- PROPER
INDICATION
NOTE:
COMPARE ANALOG TO DIGITAL INDICATION FOR
ACCURACY. DIGITAL ITT INDICATIONS SHOULD
CLOSELY MATCH OAT ON FULLY COOLED ENGINES.
- CONNECTORS AND
MOUNT SECURE,
FUNCTION SWITCH
IN PROPER
POSITION
- IN AGREEMENT
- CHECK FOR
PROPER VOLTAGE
EEC/DEEC
- SWITCH ON
WARNING LIGHT
OUT21
FUEL SUPPLY
- ADEQUATE
- SWITCH ON
WARNING LIGHT
OUT
START SELECTOR
- GROUND START
20
Engines will typically start satisfactorily with batteries when OAT is below
0C, but starting times may exceed the 50 second limitation (60 seconds for
-5 engines) from ignition to idle.
21
31
THRUST LEVER
- VERIFY IN CUTOFF
POSITION
ITT
NOTE:
INITIAL ENGINE START SEQUENCE PLACES THE
LARGEST LOAD UPON THE ELECTRICAL POWER
SOURCE. THEREFORE, THE PILOT SHOULD NOTE
ELECTRICAL SYSTEM RESPONSE TO THE ENGINE
START LOAD. IF EXCESSIVE VOLTAGE DROOP IS
NOTED, ACCOMPANIED BY A SLOW RATE OF
ACCELERATION, AN EARLY DECISION TO ABORT THE
START ATTEMPT CAN BE MADE.
START SWITCH
- INITIATE
CAUTION:
IF NO INDICATION OF N1 ROTATION IS OBSERVED,
TERMINATE START. INVESTIGATE FAN FREEDOM OF
ROTATION OR RPM INDICATOR.
OIL PRESSURE
NOTE:
IN EXTREMELY COLD CONDITIONS, OIL PRESSURE
MAY APPROACH THE UPPER RED LINE DURING
START. PRESSURE SHOULD RETURN TO NORMAL AS
THE OIL TEMPERATURE INCREASES.
- CUTOFF TO IDLE
CAUTION:
EXCEEDING IDLE POWER WITH OIL TEMPERATURES
BELOW 30C IS NOT RECOMMENDED. 23
NOTE:
USE OF A GPU/APU IS RECOMMENDED FOR ENGINE
STARTS BELOW 0C.20
NOTE:
MANUAL START FUEL ENRICHMENT INOPERATIVE IN
FOLLOWING CONDITIONS:
- OBSERVE OIL
PRESSURE
INDICATION WITHIN
10 SECONDS
32
22
If ITT exceeds the maximum limit during Start, refer to TFE731 Light
Maintenance Manual for engine inspection requirements.
23
Allowing the oil temperature to reach 30C will assure optimum engine
lubrication and fuel heater operation. However, if very low ambient
temperatures prevent attainment of 30C oil temperature, idle power may be
exceeded as required to further warm the oil to normal operating limits
before takeoff.
33
- OFF BY 50% N2
ACCELERATION TO IDLE
AFTER START
NOTE:
FROM LIGHT-OFF TO IDLE RPM: APPROXIMATELY 30
SECONDS IS NORMAL, 50 SECONDS MAXIMUM.
(60 SECONDS -4/-5)
ENGINE INSTRUMENTS
- NORMAL
WARNING LIGHTS
- NORMAL
NOTE:
THE ENGINE SHOULD MEET
FOLLOWING REQUIREMENTS:
1)
2)
3)
4)
N2 FAILS TO ROTATE
N2 FAILS TO REACH 10% IN 6 SECONDS
NO N1 ROTATION
NO ITT INDICATION 10 SECONDS AFTER POWER
LEVER IS ADVANCED TO IDLE.
5) N1 OR N2 STOP ACCELERATING TO IDLE
6) ITT RAPIDLY APPROACHES MAXIMUM
START LIMIT.24
7) NO OIL PRESSURE WITHIN 10 SECONDS AFTER
ITT RISE.
8) ANY UNUSUAL NOISE OR VIBRATION.
9) STARTER25 OR IGNITION FAIL TO DISENGAGE BY
50% N2.
10) ENGINE DOES NOT REACH IDLE WITHIN 50
SECONDS AFTER ITT RISE. (60 SECONDS -4/-5)
25
34
AT
LEAST
THE
CAUTION:
ABORT START IF ANY OF THE FOLLOWING OCCUR:
24
CAUTION:
IF ANY ABNORMAL RESPONSE IS NOTED, TURN
EEC/DEEC ON IMMEDIATELY, SHUT DOWN ENGINE
AND INVESTIGATE BEFORE FURTHER FLIGHT.
ENGINE ANTI-ICE
APR/RPR
26
27
35
- VERIFY PROPER
RESPONSE
TAKEOFF/CLIMB
N1 SETTINGS
- COMPUTE
POWER LEVERS
- FULL FORWARD
OR SET N130
ENGINE INSTRUMENTS
THRUST REVERSERS
- ARMED29
TAXI
POWER LEVERS
(EEC/DEEC ON)
APR/RPR
- NORMAL
CLIMB
NOTE:
CHECK AFM/APM
PROCEDURE
TAKEOFF
FOR
APR/RPR
IGNITORS
28
- AS REQUIRED PER
AFM
On -5BR engines installed on the 731 Falcon 20 retrofit, the rpm increase
portion of the APR test will be inoperative if the power levers are advanced
above 40 PLA during engine start.The DEEC switch must be placed in the
OFF or MANUAL position to reset the rpm increase portion of the test.
36
SPECIFIC
POWER
SET
- OFF - (IF
APPLICABLE)
29
RPR is normally armed at idle power settings, while APR should typically be
armed with both engines above 80% N1 where acceleration is generally
more symmetrical, thus avoiding inadvertent activation of APR.
30
Certain installations do not use full forward power lever angle when setting
takeoff power. Check AFM for procedure. If conducting a reduced power
takeoff, set N1 initially and recheck when accelerating through 80 KIAS.
Never hesitate to immediately advance power levers to full takeoff power at
anytime during a reduced power takeoff.
37
POWER LEVERS
NOTE:
AFTER COMPLETION OF THE CLIMB SEGMENT AND
ACCELERATION TO CRUISE MACH NUMBER, CRUISE
POWER SETTINGS BECOME APPLICABLE.
-3B -3C/3D
890C 910C
-4
924C
ENGINE INSTRUMENTS
-5/5A
924C
TFE731
-5B
968C
-5/5A
908C
ENGINE INSTRUMENTS
- NORMAL
ENGINE PARAMETERS
(STABILIZED CRUISE)
- RECORD
-5B
927C
POWER LEVERS
31
32
38
NOTE:
WITH ALL ENGINES OPERATING AT MATCHED N1,
NORMAL
PRODUCTION
DIFFERENCES
AND
INSTRUMENT TOLERANCES CAN RESULT IN ITT SPLITS
OF AS MUCH AS 45C.33 ANY SIGNIFICANT CHANGES
FROM PREVIOUS OPERATION (STEP CHANGES)
SHOULD BE INVESTIGATED.
CRUISE
-4
924C
- NORMAL
NOTE:
ANTI-ICE ACTIVATION MAY REQUIRE THRUST LEVER
ADJUSTMENT. USE ONLY BELOW 10C AMBIENT,
EXCEPT TO TEST (10 SECONDS MAXIMUM).
-3B -3C/3D
865C 885C
-3R-1H/-3A
865C
33
POWER LEVERS
- AS REQUIRED FOR
DESCENT AND
ANTI-ICE
ENGINE INSTRUMENTS
- NORMAL
39
POWER LEVERS
- AS REQUIRED FOR
APPROACH AND
LANDING
ENGINE INLET,
EXHAUST & MIXER NOZZLE,
COWLING
- CONDITION, NO
LEAKS, LATCHES
SECURE
REVERSERS
- DEPLOY, RETURN TO
IDLE REVERSE BY
60 KIAS OR
MANUFACTURERS
RECOMMENDATION
OIL/FUEL FILTER
BYPASS INDICATORS
- NORMAL
INLET/EXHAUST COVERS
- INSTALLED
DISCREPANCIES
- ENTERED IN LOG
SHUT-DOWN
POWER LEVERS
- IDLE FOR 2
MINUTES
POWER LEVERS
- CUTOFF
NOTE:
A FLASHING DEEC ANNUNCIATOR LIGHT ON DEEC
EQUIPPED AIRCRAFT (NOT APPLICABLE TO N1
DEEC)34 AFTER SHUT-DOWN INDICATES A FAULT IN
THE ENGINE-TO-DEEC ITT HARNESS.
SPOOL-DOWN TIME
- MONITOR
6.2
POST-FLIGHT
34
- CHECK
40
ABNORMAL PROCEDURES
General
This section contains instructions for operation of the engine
under abnormal conditions. When engine operation within the
specified operating limitations cannot be maintained, refer to the
Maintenance Manual for corrective action.
OIL QUANTITY
41
No N1 rotation
No ITT within 10 seconds after power lever advanced to
idle position
N1 or N2 stop accelerating to idle
ITT rapidly approaches maximum start limit
No oil pressure within 10 seconds after ITT rise
Any unusual noise or vibration
NOTE:
MOTORING ENGINE IN EXCESS OF APPROXIMATELY TWO
MINUTES WILL CAUSE FLOODING OF THE ACCESSORY
GEARBOX AND MAY RESULT IN OIL LEAKAGE THROUGH
OVERBOARD DRAINS. IF THIS OCCURS, RUN THE ENGINE
FOR 3 MINUTES, SHUT DOWN, AND RECHECK THE OIL LEVEL.
CAUTION:
EXERCISE CAUTION WHEN OPERATING IN CLIMATES
WHERE GROUND TEMPERATURE AND MOISTURE
CONDITIONS MAY PERMIT ICE FORMATION EVEN AT
GROUND IDLE (TEMPERATURE AND DEW POINT BELOW
FREEZING, LESS THAN 5F SPREAD, WITH VISIBLE
MOISTURE). RIME ICE MAY ACCUMULATE ON FAN BLADES
UNDER THESE CONDITIONS IF ENGINES ARE OPERATED
AT IDLE FOR EXTENDED PERIODS AND A SLIGHT
VIBRATION MAY BE DETECTED. IF ICE ACCUMULATION IS
SUSPECTED, IT CAN BE REMOVED USING THE
FOLLOWING PROCEDURE:
NOTE:
THIS SECTION PERTAINS ONLY TO THOSE AIRCRAFT
EQUIPPED WITH A NEW STYLE N1 DEEC
CAUTION:
MANUAL MODE BATTERY STARTS NOT RECOMMENDED
CLEARING ENGINES
42
NOTE:
THE DEEC PERFORMS FAULT DETECTION AFTER POWERUP. THE FAULT DETECTION CONTINUES UNTIL POWER IS
REMOVED FROM THE DEEC.
Manual Mode
Loss of essential signal or function and engine operation could
be affected. DEEC transfers to Manual Mode and illuminates engine
computer warning light in cockpit. Pilot required to adhere to N1,
N2, and ITT limits. Manual mode dispatch subject to successful
overspeed test during manual mode start and AFM approval.
Source of Fault
N1 Speed Signal
N2 Speed Signal
TT2 Signal
PT2 Signal
Torque Motor (HMU)
Surge Beed Valve Solenoid B
Manual Mode Solenoid
PLA Potentiometer (HMU)
Cold Junction
Surge Bleed Valve Solenoid A
Internal DEEC Failure
ECTM Code
#2, 4, 5, 6
#12, 14, 15, 16
#34 - 38
#41-43, 221-222
#61,62,64,66,75
#85 - 86, 94
#90 - 92
#210-214
#105-106
#80-81, 89
#113,150-158, 183-190,
218-219, 221-222,249-251
43
Inflight Message
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Manual mode light
Non-Dispatchable Faults
Loss of essential signal or function and engine operation could
be affected. Dispatch not permitted and fault must be cleared prior
to flight. The DEEC manual mode warning light will flash rapidly
(0.5 second ON, 0.5 second OFF) when the engine is not operating
and power is applied to the DEEC. Faults will be stored in nonvolatile memory and can be viewed with the use of a hand held
terminal or laptop computer.
Source of Fault
N1 Speed Signal
Overspeed Solenoid (HMU)
Manual mode solenoid
Exceedence
ECTM Code
#7
#70,71,78
#9
#233-235
Ground Message
Rapid flashing light
Rapid flashing light
Rapid flashing light
Rapid flashing light
ECTM Code
#23 - 26
#30-32,244-245
#65, 67
#237,246-248
#102
Fault Code
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Ground Message
Slow flashing light
Slow flashing light
Slow flashing light
Slow flashing light
Slow flashing light
Place the switch for the inoperative DEEC in the OFF position.
Depress and hold the corresponding SPR/fuel enrich switch.
Place the DEEC switch in the ON position
Continue to hold the SPR/fuel enrich switch for three to five
seconds and then release.The DEEC annunciator light should
flash the appropriate fault code and then illuminate steadily.
To exit powered manual mode, cycle the DEEC switch OFF and
On without holding the SPR/fuel enrich switch.
35
45
6.3
NOTE:
REFER TO AFM
EACH AIRCRAFT
FOR
PROCEDURES
UNIQUE
THRUST LEVER
- CUT-OFF TO IDLE
AT 15% N2 OR, IF
WINDMILLING
ABOVE 15% N2
RPM, ITT RISE
SHOULD OCCUR
WITHIN 10 SECONDS
- ACTUATE TO 400C,
AS REQUIRED FOR
ACCELERATION
TO
SHUTDOWN
SYNCHRONIZER
- OFF
ELECTRICAL LOAD
- REDUCE BELOW
ENGINE OUT LIMITS
THRUST LEVER
THRUST LEVER
- CUT-OFF
N1 AND N2
- OBSERVE
WINDMILLING RPM
AIRSTARTS
NOTE:
MANUAL START FUEL ENRICHMENT INOPERATIVE IN
FOLLOWING CONDITIONS:
MANUAL MODE - ALL MODELS OF EEC/DEEC
AUTO MODE - WITH NEW N1 DEEC INSTALLED.
CAUTION:
TERMINATE START IF ANY OF THE FOLLOWING OCCUR
ITT RISE DOES NOT OCCUR WITHIN 10 SEC.
ITT RAPIDLY APPROACHES START LIMIT
N1 OR N2 STOP INCREASING PRIOR TO REACHING
IDLE
ALTITUDE
- BELOW 30,000 FT
AIRSPEED
OIL PRESSURE
- CHECK INDICATION
WITHIN 10 SEC.
FUEL SUPPLY
- ADEQUATE
IGNITION, STARTER
FUEL PUMP
- ON
RPM
EEC/DEEC
- ON, WARNING
LIGHT OUT
- ACCELERATE TO
IDLE
THRUST LEVERS
START SELECTOR
- WINDMILLING
AIRSTART (N2 RPM
ABOVE 15%)
STARTER ASSIST
IGNITION
- CHECK-ON
46
47
6.4
CAUTION:
ENGINE ACCELERATION TIME MAY BE GREATER WITH
THE EEC/DEEC OFF, ADDITIONAL OVERSPEED AND
OVERTEMPERATURE PROTECTION MAY NOT BE
AVAILABLE, FUEL CONSUMPTION WILL BE 3-5% HIGHER,
AND IDLE THRUST MAY BE HIGHER.
48
49
6.5
OPERATIONAL SUGGESTIONS
NOTE:
TIME IN EXCESS OF AIRCRAFT FLIGHT MANUAL RPM AND
ITT VALUES CREATE HIGHER STRESS LEVELS WITHIN THE
ENGINE AND CAN CONTRIBUTE TO THE PREMATURE
REPLACEMENT OF ENGINE COMPONENTS.
50
51
52
Typically each landing is counted as one cycle. TFE731 Service Bulletin 723001 provides partial cycle counting procedures for touch-and-go landings or
quick turns where all engines may not be shutdown while loading/unloading
passengers.
36
53
6.7
6.8
54
55
Prior to the first flight of the day, when conducting the manual
mode fuel control ground check, ensure that the aircraft is not on a
slippery surface, and be prepared to shutdown at any indication of
abnormal operation.
CAUTION:
EXERCISE CAUTION WHEN OPERATING IN CLIMATES
WHERE GROUND TEMPERATURE AND MOISTURE
CONDITIONS MAY PERMIT ICE FORMATION EVEN AT
GROUND IDLE (TEMPERATURE AND DEW POINT BELOW
FREEZING, LESS THAN 5F SPREAD, WITH VISIBLE
MOISTURE). RIME ICE MAY ACCUMULATE ON FAN BLADES
UNDER THESE CONDITIONS IF ENGINES ARE OPERATED
AT IDLE FOR EXTENDED PERIODS AND SLIGHT
VIBRATION MAY BE DETECTED. IF ICE ACCUMULATION IS
SUSPECTED, IT CAN BE REMOVED USING THE
FOLLOWING PROCEDURE:
-
6.9
OPERATIONAL CHARACTERISTICS
57
adjustable. It provides a given fuel flow, not a specific thrust, for that
cam setting and the engine will usually accelerate or decelerate
slightly from the rpm seen in the Auto mode.The critical element a
pilot is looking for in manual mode is a stabilized idle rpm between
20%-40% N1.
A third question that may follow is Why does idle rpm
occasionally fluctuate 2-3% with the EEC/DEEC ON?Again, keeping
in mind the answer to the first question, the EEC/DEEC is
continually trying to maintain the required idle thrust. This can
typically be accomplished with fuel flowing through the primary
fuel nozzles only.At certain temperatures and pressure altitudes the
fuel flow required to maintain that thrust may be enough to open
the flow divider sending fuel to the secondary fuel nozzles.This may
cause the engine to accelerate above the rpm required to provide
idle thrust. The EEC/DEEC will sense this and reduce fuel flow
enough to close the flow divider causing the engine to decelerate.
The engine may then repeat this same condition. It is not harmful
to the engine and if the pilot finds this condition distracting it can
usually be remedied by advancing the power lever slightly above
idle position.
N2
1.9%
ITT
44 C
F/F
105 pph
ENGINE MATCHING
N1, N2, or ITT splits between engines frequently cause concern
on the part of some aircraft operators. The following information
should prove helpful in determining what is normalor acceptable.
Tolerances in all of the associated systems, i.e. indicators, wiring and
connectors, EEC/DEEC adjustment, hydromechanical FCU, and
engine build tolerances, will affect engine match.
Basic instrument tolerances specified by Honeywell are as
follows:
N1
N2
+/- .5%
ITT
+/- 5 C (700-900 C)
F/F
+/- 2%
58
59
TFE731-20/40/60
INTRODUCTION
7.1
Design
60
Power
Setting
Ambient
Temperature
Net Thrust
(lbs) Max
TSFC
Takeoff (APR)
93F (34C)
3650
n/a
Takeoff
93F (34C)
3500
.457
Climb
93F (34C)
3175
.456
Cruise
93F (34C)
2700
.456
TFE731-20/20R LIMITATIONS
ITT
N1
N2
Takeoff (Max)
(APR 5 Min)
963C
100
101
65psi
Transient
981C38
100.539
102.540
100psi41
Takeoff (Norm)
(5 Min)
941C
100
100
TFE731 -20/20R
Basic Weight:
836 lbs including DEEC
Dimensions:
Length 61 in,Width 34 in, Height 39 in
Spool Speeds (RPM)
FAN(CCW) N1(CW) N2(CW)
100%
11,667
21,000
31,173
APR
11,667
21,000
31,485(101%)
Bypass Ratio
3.1
Total Inlet Airflow
146 lb/sec (Takeoff)
Bypass Airflow
10 lb/sec
Core Airflow
36 lb/sec
Fan Gearbox Ratio
0.555:1
Flight Envelope
Operating Altitude -1,000 to 51,000 Feet (15,545 M)
Maximum Speed
.96M
Temperature Range +130F to -130F (+55C to -90C)
Engine Oil Consumption Limit
0.01 gal/hr (1qt in 25 hours)
Engine Vibration Limits
1.5 ips (N1 & N2)
Max Cont.
941C43
Climb
916C44
Cruise
900C
Starting
941C
61
40psi
Idle
80psi
30C
127C
149C42
100psi
30C
149C
62
TFE731 -40/40R
Basic Weight:
885 lbs including DEEC
Dimensions:
Length 61 in,Width 34 in, Height 39 in
Spool Speeds (RPM)
FAN(CCW) N1(CW)
N2(CW)
100%
11,667
21,000
31,173
APR
11,667
21,000
31,485(101%)
Bypass Ratio
3.1
Total Inlet Airflow
146 lb/sec (Takeoff)
Bypass Airflow
110 lb/sec
Core Airflow
36 lb/sec
Fan Gearbox Ratio
0.555:1
Flight Envelope
Operating Altitude
-1,000 to 51,000 Feet (15,545 M)
Maximum Speed
.96M
Temperature Range +130F to -130F (+55C to -90C
Engine Oil Consumption Limit
0.01 gal/hr (1qt in 25 hours)
Engine Vibration Limits
1.5 ips (N1 & N2)
TFE731-40-1C LIMITATIONS
ITT
N1
N2
Takeoff (Max)
(APR 5 Min)
1013C
100
101
Transient
1053C45 100.546
Takeoff (Norm)
(5 Min)
1013C
Max Cont.
991C50
Climb
991C51
Cruise
974C
Starting
991C
100
102.547
80psi
30C
100psi48
127C
149C49
100
50psi
Idle
100psi
30C
149C
Ambient
Temperature
Net Thrust
(lbs) Max
TSFC
Takeoff (APR)
84F (29C)
4250
n/a
Takeoff
75F (24C)
4250
.472
Cruise
FL400(ISA).8M
1010
.739
63
64
TFE731-40R-200G LIMITATIONS
ITT
N1
N2
Takeoff (Max)
(APR 5 Min)
1013C
100
101
Transient
1053C52 100.553
Takeoff (Norm)
(5 Min)
991C
Max Cont.
991C57
Climb
974C58
Cruise
949C
Starting
991C
100
102.554
80psi
30C
100psi55
127C
149C56
100
50psi
Idle
100psi
30C
149C
TFE731 -60
Basic Weight:
988 lbs including DEEC
Dimensions:
Length 82 in,Width 34 in, Height 39 in
Spool Speeds (RPM)
FAN(CCW) N1(CW)
N2(CW)
100%
10,416
21,000
31,485
Bypass Ratio
3.9
Total Inlet Airflow 187 lb/sec (Takeoff)
Bypass Airflow
149 lb/sec
Core Airflow
38 lb/sec
Fan Gearbox Ratio
0.475:1
Flight Envelope
Operating Altitude -1,000 to 51,000 Feet (15,545 M)
Maximum Speed
.96M
Temperature Range +130F to -130F (+55C to -90C
Engine Oil Consumption Limit
0.01 gal/hr (1qt in 25 hours)
Engine Vibration Limits
1.0 ips (N1 & N2)
1.1-1.5 ips caution range
TFE731-60 Uninstalled Performance, Sea Level, Static Conditions
Power
Setting
Ambient
Temperature
Net Thrust
(lbs) Max
Takeoff
89.6F (32C)
5000
.424
Cruise
FL400(ISA).8M
1120
.679
65
TSFC
66
TFE731-60 LIMITATIONS
ITT
N1
N2
Takeoff (Max)
(APR 5 Min)
1022C
100
101
Transient
1062C59 100.560
Takeoff (Norm)
(5 Min)
991C
Max Cont.
991C64
Climb
991C65
Cruise
974C
Starting
994C
100
102.561
80psi
30C
100psi62
127C
149C63
100
150psi-cold
50psi
Idle
100psi
7.4
30C
149C
Certification Considerations
67
66
Typically this applies when an aircraft is operating with one engine
inoperative.
68
7.5
Maintainability
7.6
Low Noise
7.7
Extended Range
7.8
Power Management
For the TFE731 engine, low pressure rotor speed (N1) has been
demonstrated to be a reliable indication of engine thrust. Actual
governing of the low pressure N1 spool is accomplished by cockpit
power lever angle (PLA) input to the electronic engine control. The
TFE731 engine is rated in pounds of thrust, but is monitored in
terms of N1 rpm, N2 rpm, and interstage turbine temperature (ITT).
Approved Aircraft Flight Manual (AFM) charts, curves, and
graphs require the use of a current and accurate outside air
temperature along with pressure altitude to determine an accurate
takeoff and initial climb N1 RPM. Two additional power settings,
Maximum Climb and Maximum Cruise, are recommended by
Honeywell for optimum balance between performance,
maintenance costs, and long-term engine life. Maximum Climb is
limited to the portion of each flight in which the aircraft is actually
climbing, while Maximum Cruise may be maintained indefinitely.
NOTE:
OPERATION IN EXCESS OF AFM TRANSIENT LIMITATIONS
OR POWER SETTING RECOMMENDATIONS WILL
CONTRIBUTE TO INCREASED MAINTENANCE COSTS AS
WELL AS DECREASED ENGINE RELIABILITY.
7.9
Systems
70
PT2, TT2, and PLA68. Also added to the inputs for this DEEC are
Mach, altitude, static temperature and pressure from the Air Data
Computer via the 429 datalink.
The DEEC controls the N1 spool and therefore eliminates N1
overshoot during engine acceleration and provides precise,
repeatable N1 control for all engine operating regimes. A new
schedule, NDOT, has been added to control the rate of change of the
N1 spool during acceleration, deceleration and starting. This
schedule eliminates the specific gravity (SG) acceleration
adjustment required on earlier TFE731 engines. NDOT provides
consistent seven second accel times for takeoff and go-around.
During engine start both acceleration (NDOT) and ITT are
controlled to ensure consistent starts over a wide variation of
conditions.The schedule provides automatic starting, which allows
the power lever to be moved to the idle detent before activating the
starter. Certain applications continue to use the same procedure for
starting as found on previous models of TFE731 engines where the
power lever is advanced from cutoff to idle when 10-15%N2 and
positive N1 rotation is observed. Hung start protection is also
provided by the schedule. No fuel will be introduced to the engine
if the DEEC does not sense N1 rotation during start, or if high ITT
and low N1 rpm are sensed with N2 spool speed above 30%, fuel is
cutoff to the engine.The schedule also provides fuel enrichment for
cold weather operation. The DEEC does not require engine
trimming when installed.
A three position switch in the cockpit controls DC power to the
DEEC. In the normal or AUTOmode the DEEC has full authority for
engine operation through PLA inputs from the pilot. In MANUAL
mode, the DEEC has only supervisory control primarily for the
engine ultimate overspeed protection and control system fault
monitoring. In the OFF position engine operation is achieved
through the PLA mechanical linkage to the fuel metering system of
the fuel control.
Should a DEEC transfer to manual mode before takeoff, as
indicated by a steady or rapidly flashing cockpit annunciator light,
it must be repaired or replaced before further passenger carrying
CAUTION:
REDUCE POWER BELOW 80% N1 WHEN SWITCHING
DEEC
FROM
ON/AUTO
TO
OFF/MANUAL,
IF
OPERATIONALLY FEASIBLE.
68
Power lever position is received from either a variable potentiometer located
within the fuel control or a rotary variable differential transformers (RVDT)
located in the throttle quadrant.
71
72
NOTE:
THE AUTOMATIC PERFORMANCE RESERVE FEATURE
IMPOSES A PENALTY ON THE LIFE LIMITED COMPONENTS
WITHIN THE ENGINE. THIS PENALTY IS BASED ON
ENGINE CYCLES AND IS FOUR TIMES (ONE NORMAL
PLUS THREE PENALTY CYCLES) THE NORMAL ENGINE
CYCLE. REFER TO SERVICE BULLETIN TFE72-5101 OR
CHAPTER 5 OF THE LIGHT MAINTENANCE MANUAL FOR
CYCLE RECORDING PROCEDURES WHEN APR, RPR, or
MPR ARE USED. ALSO, A MAINTENANCE PENALTY OF ONE
ADDITIONAL HOUR IS ADDED TO ENGINE OPERATING
TIME FOR MPR OPERATION.
73
Synchronizer System
Two Engine Aircraft - The synchronizer control system is
incorporated in the DEEC software. The complete system
consists of the DEEC, engine wiring harness, data crosslink
communication lines, and a cockpit switch. On two engine
aircraft, the left engine is typically identified as the master
engine. The synchronizer will function from flight idle to the
maximum power rating as long as the engines are operating
within the system authority limits of + or - 5% N1 during
midrange operation. However, authority limits are changed to
74
70
75
N1 Compensation
The TFE731-20/40/60 uses fan speed (N1) as the cockpit
indication of thrust level, but experience has shown that new
production engines may exceed factory thrust specifications at
takeoff power settings.While no engine will be shipped out of the
76
Lubrication System
A dry sump, high pressure regulated oil system is provided to
lubricate and cool compressor and turbine bearings and the
reduction gearing. System components include: oil storage tank, a
redesigned oil pump that includes two pressure elements and five
scavenge elements, oil filter with an electrical bypass switch, newly
designed oil pressure regulator, air/oil cooler, oil temperature
regulator, newly designed fuel heater/oil cooler, flow reduction
valve, magnetic chip detector, and breather pressurization valve.
Cockpit indication systems include oil pressure, oil temperature, oil
filter bypass, and magnetic chip detector.
The oil flow reduction valve (ORV), new to the TFE731 engine,
bypasses a portion of the fan gearbox oil flow at high altitude.As a
result, oil pressures and temperatures may vary during climb and
cruise. Two versions of the ORV have been produced for the
TFE731-20/40/60 engine models.
Fuel System
A newly designed, engine mounted, two stage pump provides
fuel to the hydromechanical section of the fuel control system at
the required pressure and flow.The low pressure element provides
fuel flow through the filter and proper inlet pressure to the fuel
pump high pressure element. The high pressure element provides
the necessary fuel quantities and pressure required by the
77
78
Ignition System
The engine ignition system includes the ignition exciter, two ignitor
plugs and two high voltage shielded output cables. The DEEC
powers the ignition system for three modes of operation:
Normal engine start - During normal engine start the DEEC
commands ignition on at 6.8% N2 speed and turns ignition off at
45% N2.
Uncommanded deceleration - The ignition system is commanded on
if N1 is below the PLA set point and N2 is not accelerating.
Excessive deceleration - The ignition system is commanded on for
at least one second if the physical deceleration of the engine
exceeds the commanded deceleration by PLA.This mode protects
the engine in case of flameout.71
Automatic ignition will cease to be commanded, when the aircraft is on the
ground, if N1 falls below approximately 20%. On those aircraft that utilize
automatic starting capability, the power lever must be cycled to cut-off and
back to idle before attempting a restart after a flameout or failed start.
71
79
80
seconds ON, 2 seconds OFF). DEEC Fault code 2 will cause a rapid
flash of the manual mode light: (0.5 seconds ON, 0.5 seconds OFF).
Faults will be displayed when N2 drops below 50% at engine
shutdown. A cockpit annunciation will advise when the fault
memory is full.
81
82
Description
The Honeywell ECTMPlus continuously monitors the necessary
engine parameters and events and periodically stores them in data
bins located within the DEEC.These data bins are then down loaded
for evaluation of engine usage, updating of the engine logbook and
determination of required maintenance actions.
The ECTM software is capable of determining many operational
statistics during the data storage and translation process. The
following features can be provided by ECTMPlus:
A. Engine Usage Statistics
Engine usage statistics
Engine performance trend monitoring
N1/N2 rolldown trend
Life cycle counts
B. Engine Maintenance and Troubleshooting
Fault history, starts, transfers to manual mode
Engine event record
Engine exceedance monitoring of N1, N2, and ITT
C. Engine Operational Information
N1/N2 major speed bins
N1/N2 thrust reverser major speed bins
N1/N2 minor speed profiles
ITT peak and average temperature profiles
ITT minor temperature profiles
Power Lever Angle (PLA) profile
Incident recorder
D. Other ECTM Features
Engine statistics tracking
Data integrity provisions
Aircraft maintenance page (optional)
Pilot operated event switch (optional)
On-going review of the periodic reports provided by ECTMPlus
and Jet-Care will provide an aircraft operator with several planning
and troubleshooting tools.These tools will aid in the planning and
scheduling of engine maintenance inspections, the evaluation of
vital engine and aircraft operational statistics, the troubleshooting of
83
84
can be taken based on this data evaluation of the takeoff and cruise
data preventing serious engine damage, additional maintenance
costs, and aircraft down time. Jet-Care will continue to provide
monthly performance trend reports as well as summation and
analysis of the additional engine diagnostic information that is
contained within the ECTM system.
The ECTM software also has the capability of storing data
associated with two discrete events. Both fast scan and slow scan
data will be collected during the two events.
RECOMMENDED
TFE731-20/-40/-60
OPERATING PROCEDURES
85
86
9.1
PREFLIGHT INSPECTION
CLEARED/DEFERRED
DISCREPANCIES
- CHECKED
- CHECK OPERATION
NOTE:
RUBBING NOISES OR ROTATIONAL RESISTANCE
WITHIN 15 MINUTES AFTER SHUTDOWN MAY BE MORE
NOTICEABLE DURING THE FIRST 100 - 200 HOURS
AFTER MPI/CZI.
CAUTION:
CONSULT THE AFM FOR THE APPROPRIATE GPU
RATING REQUIREMENT.
ENGINE INTAKE/
EXHAUST COVERS
- REMOVED
ENGINE COWLING
AND FASTENERS
- CONDITION AND
SECURITY
- CHECKED
OIL QUANTITY
AND FILLER CAP
CAUTION:
USE CAUTION WHEN OPENING THE OIL FILLER CAP. IF
OVERSERVICED, HOT OIL COULD SPLASH FROM
FILLER NECK.
Inspect for loose or missing rivets and cracks in the inlet skin.
The inlet and cowling should be completely clear of snow
or ice.73
Check the PT2/TT2 sensor for security, damage, and that all
openings are clean and clear. Damaged or blocked sensors
can send erroneous signals to the DEEC causing erratic
engine operation.
Inspect inlet for indications of fluid leakage.
Inspect fan sound attenuator for security of fasteners.
Check for loose or missing fan bypass stators.
- CHECK LEVEL
AND SECURITY
FUEL/OIL DRAINS
CAUTION:
PLUGGED OVERBOARD DRAIN LINES MAY CAUSE
ADVERSE ENGINE OPERATION.
TURBINE EXHAUST/
MIXER NOZZLE 76
- CONDITION AND
FREE ROTATION
- CONCENTRIC
UNDAMAGED
Check for moisture that may collect in the bottom of the inlet near the fan
blades. During cold weather operation the possibility exists this moisture may
freeze and restrict fan rotation.
87
88
73
74
TURBINE BLADES
FAN BYPASS DUCT
- CONDITION
- CLEAR AND DRY
THRUST REVERSER
- CONDITION,
PROPERLY STOWED
COCKPIT SWITCHES
AND INDICATORS
- IN AGREEMENT
ENGINE START
BATTERY/GPU/APU-
- ADEQUATE
- SWITCH ON
WARNING LIGHT
OUT.
START SELECTOR
- GROUND START
POWER LEVER
- VERIFY IN CORRECT
POSITION
NOTE:
USE OF A GPU/APU IS RECOMMENDED FOR ENGINE
STARTS BELOW 0C.77
CAUTION:
MANUAL MODE
RECOMMENDED
FUEL SUPPLY
BATTERY
ENGINE INDICATORS
STARTS
ARE
NOT
- PROPER
INDICATION
NOTE:
COMPARE ANALOG TO DIGITAL INDICATION FOR
ACCURACY. DIGITAL ITT INDICATIONS SHOULD
CLOSELY MATCH OAT ON FULLY COOLED ENGINES.
DEEC
- SWITCH ON,
WARNING LIGHT
OUT.78
Engines will typically start satisfactorily with batteries when OAT is below
0C,but starting times may exceed the 60 second limitation from ignition to idle.
78
To verify operation of the DEEC warning system, some operators have made
a practice of placing the DEEC switch to OFF or MANUAL during preflight,
noting the proper warning light indication and then returning the switch to
ON/AUTO. If the DEEC is inadvertently left disconnected after maintenance,
the warning light will not illuminate when the switch is placed in OFF or
MANUAL position.
77
89
NOTE:
INITIAL ENGINE START SEQUENCE PLACES THE
LARGEST LOAD UPON THE ELECTRICAL POWER
SOURCE. THEREFORE, THE PILOT SHOULD NOTE
ELECTRICAL SYSTEM RESPONSE TO THE ENGINE
START LOAD. IF EXCESSIVE VOLTAGE DROOP IS
NOTED, ACCOMPANIED BY A SLOW RATE OF
ACCELERATION, AN EARLY DECISION TO ABORT THE
START ATTEMPT CAN BE MADE.
POWER LEVER
(Automatic Start)
- CUTOFF TO IDLE
START SWITCH
- INITIATE
90
OIL PRESSURE
NOTE:
IN EXTREMELY COLD CONDITIONS, OIL PRESSURE
MAY APPROACH THE UPPER RED LINE DURING
START. PRESSURE SHOULD RETURN TO NORMAL AS
THE OIL TEMPERATURE INCREASES.
CAUTION:
IF NO INDICATION OF N1 ROTATION IS OBSERVED,
TERMINATE START. INVESTIGATE FAN FREEDOM OF
ROTATION OR RPM INDICATOR.
POWER LEVER
(Non-automatic Start)
- CUTOFF TO IDLE
IGNITION
- CHECK, ON
ITT
- OBSERVE OIL
PRESSURE
INDICATION
WITHIN 10
SECONDS
CAUTION:
EXCEEDING IDLE POWER WITH OIL TEMPERATURES
BELOW 30C IS NOT RECOMMENDED.80
- IGNITION OFF BY
APPROX. 22% N1,
STARTER OFF AT
45% N2
ACCELERATION TO IDLE
NOTE:
FROM LIGHT-OFF TO IDLE RPM: APPROXIMATELY 30
SECONDS IS NORMAL, 60 SECONDS MAXIMUM.
-60
994C
CAUTION:
TERMINATE START IF ITT RAPIDLY APPROACHES
START LIMIT. INVESTIGATE FREEDOM OF ROTATION,
ELECTRICAL POWER SOURCE, DEEC SWITCH POSITION,
AIRCRAFT POSITIONED INTO STRONG WINDS.
ENGINE INSTRUMENTS
- NORMAL
WARNING LIGHTS
- NORMAL
If ITT exceeds the maximum limit during start, refer to TFE731 Light
Maintenance Manual for engine inspection requirements.
Allowing the oil temperature to reach 30C will assure optimum engine
lubrication and fuel heater operation. However, if very low ambient
temperatures prevent attainment of 30C oil temperature, idle power may be
exceeded, while monitoring oil pressure, as required to further warm the oil to
normal operating limits before takeoff.Takeoff should not be initiated with oil
temperature below 30C.
91
92
80
79
CAUTION:
ABORT START IF ANY OF THE FOLLOWING OCCUR:
1) N2 FAILS TO ROTATE
AFTER START
3) NO N1 ROTATION
4) NO ITT INDICATION 10 SECONDS AFTER POWER
LEVER IS ADVANCED TO IDLE OR INDICATION OF
IGNITORS ON.
5) N1 OR N2 STOP ACCELERATING TO IDLE
6) ITT RAPIDLY APPROACHES MAXIMUM
START LIMIT.81
7) NO OIL PRESSURE WITHIN 10 SECONDS AFTER
ITT RISE.
CAUTION:
IF ANY ABNORMAL RESPONSE IS NOTED, TURN DEEC
ON IMMEDIATELY, SHUT DOWN ENGINE AND
INVESTIGATE BEFORE FURTHER FLIGHT.
ENGINE ANTI-ICE
93
94
- VERIFY PROPER
RESPONSE
TAKEOFF/CLIMB
N1 SETTINGS
- COMPUTE
THRUST REVERSERS
TAKEOFF
IGNITORS
- AS REQUIRED PER
AFM
POWER LEVERS
- FULL FORWARD OR
TAKEOFF POSITION
- ARMED
-60
991C
NOTE:
THERMODYNAMIC STABILIZATION MAY CAUSE MINOR
RPM AND ITT CHANGES DURING TAKEOFF ROLL. N1
SHOULD NOT BE ALLOWED TO DROOP BELOW TARGET
UNLESS A TOLERANCE IS SPECIFICALLY ALLOWED BY
THE AIRCRAFT MANUFACTURER. IT IS UPON THIS
MINIMUM TARGET N1 THAT REQUIRED TAKEOFF
PERFORMANCE IS CALCULATED.
ENGINE INSTRUMENTS
APR
-40/40R
991C
-60
1022C
- NORMAL
CLIMB
85
APR should typically be armed with both engines above 80% N1 where
acceleration is generally more symmetrical, thus avoiding inadvertent
activation of APR.
NOTE:
CHECK AFM/APM
PROCEDURE
FOR
POWER
SET
APR/RPR
- OFF - (IF
APPLICABLE)
POWER LEVERS
85
95
SPECIFIC
96
NOTE:
AFTER COMPLETION OF THE CLIMB SEGMENT AND
ACCELERATION TO CRUISE MACH NUMBER, CRUISE
POWER SETTINGS BECOME APPLICABLE.
NOTE:
WITH ALL ENGINES OPERATING AT MATCHED N1,
NORMAL TOLERANCES CAN RESULT IN ITT SPLITS OF
AS MUCH AS 45C.86 ANY SIGNIFICANT CHANGES
FROM PREVIOUS OPERATION (STEP CHANGES)
SHOULD BE INVESTIGATED.
DESCENT, APPROACH AND LANDING
- NORMAL
NOTE:
ENGINE ANTI-ICE ACTIVATION WILL AUTOMATICALLY
DECREASE N1 BY 2.4%. USE ONLY BELOW 10C
AMBIENT, EXCEPT TO TEST (10 SECONDS MAXIMUM).
CRUISE
POWER LEVERS
- SET CRUISE
POWER
POWER LEVERS
- AS REQUIRED FOR
DESCENT AND
ANTI-ICE
ENGINE INSTRUMENTS
- NORMAL
POWER LEVERS
- AS REQUIRED FOR
APPROACH AND
LANDING
REVERSERS
- DEPLOY, RETURN TO
IDLE REVERSE BY
60 KIAS OR
MANUFACTURERS
RECOMMENDATION
-60
949C
SHUT-DOWN
- NORMAL
POWER LEVERS
- IDLE FOR 2
MINUTES
POWER LEVERS
- CUTOFF
86
Refer to section 6.9 for an in-depth discussion on engine matching and
engine instrument tolerances.
97
98
NOTE:
FOR AIRCRAFT WITHOUT ELECTRONIC ENGINE
DISPLAY PANELS, MONITOR DEEC MANUAL MODE
ANNUNCIATOR LIGHT ON SHUT-DOWN. IF FLASHING,
A DEEC FAULT HAS BEEN DETECTED.
SPOOL-DOWN TIME
- MONITOR
9.2
General
This section contains instructions for operation of the engine
under abnormal conditions. When engine operation within the
specified operating limitations cannot be maintained, refer to the
Maintenance Manual for corrective action.
Engine control, operating, and indicating faults which do not
require immediate maintenance and resolution prior to dispatch for
flight are identified on the aircraft Minimum Equipment List (MEL).
If the fault is not presented in the MEL, as a general rule,
maintenance should be performed on the engine or associated
system to resolve the fault.
OIL QUANTITY
- CHECK
- CONDITION, NO
FLUID LEAKS,
LATCHES SECURE
INLET/EXHAUST COVERS
- INSTALLED
DISCREPANCIES
- ENTERED IN LOG
99
ABNORMAL PROCEDURES
100
NOTE:
THE DEEC PERFORMS FAULT DETECTION AFTER
POWER-UP. THE FAULT DETECTION CONTINUES UNTIL
POWER IS REMOVED FROM THE DEEC.
Manual Mode
Loss of essential signal or function and engine operation could
be affected. DEEC trips to Manual Mode and illuminates engine
computer warning light in cockpit. Pilot required to adhere to N1,
N2, and ITT limits. Manual mode dispatch subject to successful
overspeed test during manual mode start and AFM approval.
Source of Fault
ECTM Code
Inflight Message
N1 Speed Signal
#1, 4, 5, 6
N2 Speed Signal
TT2 Signal
#34 - 39
PT2 Signal
#41-43, 221-224
#85 - 87
#90 - 92
#113,150-156,
184-190,219
PLA Potentiometer
(HMU)
#210
101
Non-Dispatchable Faults
Loss of essential signal or function. Pilot advised to turn OFF
power to DEEC. Fault must be cleared prior to flight. Faults will be
annunciated on the cockpit electronic engine display panels both
inflight and when on the ground. For aircraft equipped only with
annunciator panels, the DEEC manual mode warning light will flash
rapidly (0.5 second ON, 0.5 second OFF) when the engine is not
operating and power is applied to the DEEC. Faults will be stored in
non-volatile memory and can be viewed with the use of a hand held
terminal or laptop computer.
Source of Fault
ECTM Code
Inflight Message
#83
#88
#93
Non-Dispatchable Faults
Loss of essential signal or function and engine operation could
be affected. Fault must be cleared prior to flight. Faults will be
annunciated on the cockpit electronic engine display panels both
inflight and when on the ground. For aircraft equipped only with
annunciator panels, the DEEC manual mode warning light will flash
rapidly (0.5 second ON, 0.5 second OFF) when the engine is not
operating and power is applied to the DEEC. Faults will be stored in
non-volatile memory and can be viewed with the use of a hand held
terminal or laptop computer.
Source of Fault
ECTM Code
Inflight Message
N1 Speed Signal
#7
Overspeed Solenoid
(HMU)
#70,71,76,77,78
Overspeed Detection
#170 - 174
Overspeed Activation
#240
102
ABNORMAL STARTS
CAUTION:
ABORT START IF ANY OF THE FOLLOWING OCCUR:
1)
N2 FAILS TO ROTATE
2)
3)
NO N1 ROTATION
4)
5)
6)
7)
Source of Fault
ECTM Code
Inflight Message
N1 Speed Signal
#3, 8
Check ECTM
N2 Speed Signal
#13
Check ECTM
ITT Signal
#23 - 26
Check ECTM
8)
#65, 67
Check ECTM
9)
#80 - 82
Check ECTM
10)
ITT
#105, 106
Check ECTM
N1 Compensation
#110 - 112
Check ECTM
#114
Check ECTM
Ignition Relay
#129 - 131
Check ECTM
#145 - 148
Check ECTM
ARINC 429
#192, 193
Check ECTM
#225
Check ECTM
ECTM
#233-239, 242
Check ECTM
GROUND PROCEDURES
Auto-Start-Abort
Auto-Start-Abort logic within the DEEC provides automatic
engine shutdown to protect against a locked N1, hot or hung start.
This feature is disabled under any one of the following conditions:
103
104
105
NOTE:
MOTORING ENGINE IN EXCESS OF APPROXIMATELY A
TWO MINUTE DURATION WILL CAUSE FLOODING OF
THE ACCESSORY GEARBOX AND MAY RESULT IN OIL
LEAKAGE THROUGH OVERBOARD DRAINS. IF THIS
OCCURS, RUN THE ENGINE FOR THREE MINUTES,
SHUT DOWN, AND RECHECK THE OIL LEVEL.
106
107
108
109
110
NOTE:
IF
SELF-RECOVERING
ENGINE
STALLS
ARE
SUSPECTED USE SLOW, SMOOTH THRUST LEVER
MOVEMENTS WHEN CHANGING THRUST LEVELS.
INCREASING ENGINE AIR BLEED MAY ALSO INCREASE
COMPRESSOR STALL MARGIN. ACTIVATION OF THE
AIRCRAFT CONTINUOUS IGNITION SYSTEM (IF AUTORELIGHT IS INOPERATIVE) MAY ALSO FACILITATE
SELF-RECOVERY AS LONG AS N2 REMAINS ABOVE
IDLE SPEED.
(1) Retard the thrust lever to attempt to reestablish stable
engine operation. Increasing engine air bleed may assist
stabilization. If ITT limits are exceeded, shutdown
engine per the Aircraft Flight Manual procedures. If
restart is considered, ensure aircraft is within engine
airstart envelope, and follow AFM air start procedures.
Abnormal Vibrations - Under normal operating conditions,
vibration indications will be less than:
N1
.5 IPS
N2
.5 IPS
111
Non-Icing Conditions
(1) Operational conditions permitting, adjust thrust to
maintain vibration level within normal operating range.
Continue engine operation and notify maintenance
describing amount and duration of operation above
normal vibration levels. Monitor other engine
instruments, especially ITT, for abnormal indications,
which if present, would warrant an engine shutdown.
Abnormal Oil Pressure - Indicated by abnormally low or high
indications on the oil pressure gage and/or other cockpit
notification devices.
(1) Stabilized oil pressure of less than 50 psi is indicated
on oil pressure gage and low oil pressure warning light
is illuminated.
112
Overspeed Protection
The engine is protected from severe overspeed damage by two
independent means:
CAUTION:
DO NOT ATTEMPT A RESTART AFTER AN OVERSPEED
SHUTDOWN. REFER TO ENGINE MAINTENANCE MANUAL.
113
114
115
Automatic Relight
The DEEC continuously compares the actual N1 to scheduled
N1 and will command ignition ON automatically under the
following conditions:
(1) Actual N1 rpm is lower than the N1 setpoint (PLA), and N2
is not accelerating.
OR
(2) The actual decel rate is faster than the decel schedule in the
DEEC software (flameout).
The power lever must be cycled to the cutoff position
before a restart is attempted after a flameout or a failed start.
NOTE:
AUTOMATIC RELIGHT WILL NO LONGER BE
COMMANDED ON IF ENGINE RPM FALLS BELOW
APPROXIMATELY 21% N1.
116
Overspeed Protection
The engine is protected from severe overspeed damage by two
independent means:
CAUTION:
DO NOT ATTEMPT A RESTART AFTER AN OVERSPEED
SHUTDOWN. REFER TO ENGINE MAINTENANCE MANUAL.
117
118
Automatic Relight
The DEEC continuously compares the actual N1 to scheduled
N1 and will command ignition ON automatically under the
following conditions:
(1) Actual N1 rpm is lower than the N1 setpoint (PLA), and N2
is not accelerating.
9.3
NOTE:
REFER TO AFM FOR PROCEDURES UNIQUE TO
EACH AIRCRAFT
OR
(2) The actual decel rate is faster than the decel schedule in the
DEEC software (flameout).
The power lever must be cycled to the cutoff position
before a restart is attempted after a flameout or a failed start.
NOTE:
AUTOMATIC RELIGHT WILL BE COMMANDED ON,
INFLIGHT, AT ANYTIME ONE OR BOTH OF THE ABOVE
CONDITIONS EXIST. IT WILL NOT BE DEACTIVATED
UNTIL ENGINE RPM FALLS BELOW 1.5% N2.
SHUTDOWN
SYNCHRONIZER
- OFF
ELECTRICAL LOAD
- REDUCE BELOW
ENGINE OUT LIMITS
POWER LEVER
POWER LEVER
- CUT-OFF
N1 AND N2
- OBSERVE
WINDMILLING RPM
AIRSTARTS
ALTITUDE
- BELOW 30,000 FT
AIRSPEED
FUEL SUPPLY
- ADEQUATE
FUEL PUMP
- ON
DEEC
- SWITCH ON,
WARNING LIGHT OUT
CAUTION:
MANUAL MODE BATTERY STARTS NOT RECOMMENDED
119
120
START SELECTOR
- WINDMILLING
AIRSTART (N2 RPM
ABOVE 15%)
- STARTER ASSIST GROUND START (N2
RPM BELOW 15%,
ACTIVATE STARTER)
POWER LEVER
(Automatic Start)
START SWITCH
- CUTOFF TO IDLE
- INITIATE
POWER LEVER
(Non-Automatic Start)
- CUTOFF TO IDLE
IGNITION
- CHECK, ON
ITT
-40/40R
991C
-60
994C
OIL PRESSURE
- CHECK INDICATION
WITHIN 10 SECONDS
IGNITION, STARTER
RPM
- ACCELERATE
TO IDLE
POWER LEVERS
CAUTION:
ABORT START IF ANY OF THE FOLLOWING OCCUR:
1) ITT RISE DOES NOT OCCUR WITHIN 10 SECONDS
2) N1 OR N2 STOP ACCELERATING TO IDLE
3) ITT RAPIDLY APPROACHES MAXIMUM START LIMIT.89
4) NO OIL PRESSURE WITHIN 10 SECONDS AFTER ITT RISE.
90
If ITT exceeds the maximum limit during Start, refer to the TFE731 Light
Maintenance Manual for engine inspection requirements.
121
122
89
10
HONEYWELL ENGINES
SUPPORT, SERVICE,
AND TRAINING
123
124
Product Improvement
Honeywell continues to develop and provide product improvements to enhance engine reliability and cost effectiveness.
When programs to incorporate these improvements during inspections are established, they may result in extended inspection
frequency and reduced downtime for future maintenance. All
Garrett TFE731 engines are subject to a similar pattern of
improvement as analytical inspections, time accrual and service
experience warrant such upgrades.
125
Line Maintenance
The line maintenance course is structured around the tasks
required on the flight line and defined in the maintenance manual.
Course content involves both classroom lecture and practical
activity. Course material includes troubleshooting theory, engine
construction and systems operation. Engine malfunctions are
analyzed, isolated, and corrective action determined according to
maintenance data.
The practical use of applicable tools and test equipment limits
the number of students accommodated in each class. Therefore,
customers are urged to anticipate their training requirements and
contact Technical Training as far in advance as possible for
allocation of training slots. Classes are normally filled to capacity 90
days prior to commencement.
Line maintenance training is required for Honeywell authorized
service center personnel and is recommended for all others who
perform or supervise maintenance on the TFE731 engine.
Intermediate Maintenance
The intermediate maintenance course is available to original
equipment manufacturers, Honeywell authorized major service
centers and operators who possess or have ordered the necessary
special tools and test equipment.A prerequisite to attend this course
is a certificate of completion from the line maintenance course.
126
Pilot Familiarization
Pilots need to be knowledgeable of engine operation to obtain
the best service possible, to recognize and determine severity of
engine malfunctions and decide on proper operational action.This
training is primarily the responsibility of the airframe manufacturer.
Honeywell offers a short course for pilots who desire a more
complete understanding of the TFE731 engine. Course material
includes discussion of engine limits, operational characteristics,
systems, identification and corrective action for various possible
malfunctions and a brief discussion of inspection requirements.
On-Site Training
Training classes are available for your personnel at your facility.
A course can be tailored to meet your specific needs; however, a
lead time of 120 days is required for scheduling purposes. Charges
will be quoted individually depending on course length and
content. For further information and scheduling contact the
Technical Training manager at (602)-365-2678.
128
11
130
PREFLIGHT
- REMOVED
FLUID DRAINS
- CHECKED
OIL QUANTITY
- CHECKED
STARTING AND OPERATION
ELECTRICAL POWER
- ADEQUATE FOR
START
CAUTION:
DO NOT OPERATE APU WHILE AIRCRAFT DE-ICING IS IN
PROGRESS. INGESTION OF COMBUSTIBLE DE-ICING
FLUIDS MAY RESULT IN AN UNCONTROLLED OVERSPEED.
- TEST
MASTER SWITCH
- ON
STARTER
- ENGAGE
APU PARAMETERS
- MONITOR
CAUTION:
AVOID CYCLING MASTER POWER DURING APU
ROLLDOWN. THE EFFECTS OF CYCLING THE MASTER
POWER ABOVE 10 PERCENT RPM WILL CAUSE A
PREMATURE ECU RESET, THUS GENERATING A LOW
ENERGY RESTART, THE RESULT BEING HIGH EGT
INDICATION AND TORCHING FROM THE APU TAILPIPE.
131
NOTE:
THE LIFE OF THE HOT SECTION COMPONENTS WILL BE
EXTENDED BY OPERATING THE APU AT NO-LOAD
GOVERNED SPEED FOR THE SPECIFIED TIME PERIOD
PRIOR TO APPLICATION OF A BLEED-AIR LOAD.
ELECTRICAL LOAD
- MONITOR
BLEED AIR
- AS REQUIRED
NOTE:
MODELS 36-100 AND 36-150 MAY BE SHUT DOWN AT THE
EXISTING LOAD CONDITION.91
MODEL 30-92/92C MUST BE OPERATED IN A NO-LOAD
CONDITION FOR TWO MINUTES (MINIMUM) PRIOR
TO SHUTDOWN
- DEPRESS
It is not necessary to cool the turbine area by turning off bleed air extraction
prior to shutdown.The APU design has eliminated any bearings in the turbine
area or hot section that require cooling and therefore shutting down at the
existing load condition prevents an additional thermal cycle on the hot section
components.
91
132
- OFF
APU GENERATOR
SWITCH (AS REQUIRED)
- OFF
- OFF
GLOSSARY
The following is a list of technical and
operational terms, acronyms, and abbreviations
with explanations in alphabetical order.
AFM (Aircraft Flight Manual) The most commonly used term describing an officially approved pilot handbook for a specific aircraft
make/model. Other associated manuals include the Crew Manual,
APM (Aircraft Performance Manual), POH (Pilots Operating Handbook), and POM (Pilots Operating Manual).
AGL Height in feet Above Ground Level.
Air, ambient The atmospheric air surrounding all sides of the
aircraft or engine.
Airflow stations Numbered locations along the engines airflow
path for easy identification of engine parameters.
Annular combustor A cylindrical one piece combustion chamber.
Atomizer A device that produces rapid evaporation of the fuel for
combustion.
Automatic Performance Reserve (APR) In the event of an
engine failure or loss of thrust, APR automatically increases power
on the good engine (see system description, 4.9).
Axial Flow Motion along a real or imaginary straight line upon
which an object rotates.
Axial flow compressor Compressor airflow parallel to the axis of
the engine.
Blade A rotating airfoil in a compressor or in a turbine.
Blowout Flameout due to either excessively rich or lean fuel/
air mixture.
Bypass ratio The ratio of airflow, exiting the fan, routed through
the bypass duct vs. through the core of the engine.
133
134
135
136
137
138
139
140
INDEX
A
ABNORMAL PROCEDURES .41, 100
ABNORMAL STARTS . . . . . . .104
ABNORMAL PROCEDURES
GROUND
AUTO-START ABORT . . . . . . .104
COMPRESSOR STALLS . .108, 135
DEEC FAULT CODE 2 . . . .43, 101
ENGINE FAILS TO LIGHT OFF .106
ENGINE INDICATOR FAILURE .107
ENGINE OIL AND FUEL SYSTEM
WARNINGS . . . . . . . . . . . .108
MANUAL MODE . . . . . . . .14, 101
THRUST REVERSER
UNLOCKED . . . . . . . . . . . .108
UNCOMMANDED
ACCELERATION . . . . . . . . .107
UNUSUAL ENGINE NOISE
DURING START . . . . . . . . .107
ABNORMAL PROCEDURES
INFLIGHT . . . . . . . . . . . . . . .109
COMPRESSOR STALL . . .110, 135
DEEC FAULT CODE 2 . . . .43, 101
ENGINE FAILURE . . . . . . . . . .110
ENGINE FLAMEOUT . . . .110, 136
FUEL FLOW HIGH OR LOW . .113
MANUAL MODE . . . . . . . .14, 101
OIL PRESSURE LOW OR HIGH .112
OIL TEMPERATURE HIGH . . .112
THRUST REVERSER
DEPLOYMENT . . . . . . . . . .113
VIBRATION . . . . . . . . . . . . . .111
ABORT START . . . . . . . . .34, 41,104
ACOUSTIC SURVEYS . . . . . . . . . .56
ADDRESS
CONTACT NEWSLETTER . . . .125
PILOT ADVISORS . . . . . . . . . . . .2
TECHNICAL TRAINING . . . . .126
AFTER START . . . . . . . . . . . . .35, 94
AIRCRAFT FLIGHT MANUAL . .1, 134
AIRSTARTS . . . . . . . . . . . . . .46, 120
AOG EMERGENCY SERVICE . . .124
APR/RPR
DESCRIPTION . . . . . . . . .20, 134
TEST . . . . . . . . . . . . . . . . .35, 94
AUTO START ABORT . . . . . . . . .104
AUTO-START ABORT
HOT START . . . . . . . . . . . . . .105
HUNG START . . . . . . . . . . . .105
LOCKED N1 . . . . . . . . . . . . .105
C
CERTIFICATION . . . . . . . . . .11, 68
CHECKLIST . . . . . . . . . . . . . .28, 87
AFTER START . . . . . . . . . . .35, 94
CLIMB . . . . . . . . . . . . . . . .37, 96
CRUISE . . . . . . . . . . . . . . . .38, 97
DESCENT,APPROACH &
LANDING . . . . . . . . . . . .39, 98
ENGINE START . . . . . . . . .31, 89
POST-FLIGHT . . . . . . . . . . .40, 99
PREFLIGHT . . . . . . . . . . . .28, 87
SHUT-DOWN . . . . . . . . . . .40, 98
TAKEOFF . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . .36, 95
CLEARING ENGINES . . . . . .42, 135
CLIMB . . . . . . . . . . . . . . . . . .37, 96
N1 . . . . . . . . . . . . . . .38, 48, 97
COLD WEATHER OPERATION . . .53
COMMITMENT . . . . . . . . . . . . .123
CONTACT NEWSLETTER
DESCRIPTION . . . . . . . . . . . .125
FREE COPIES . . . . . . . . . . . . .125
TURBOFAN ENGINE EDITION .125
COST OF OWNERSHIP . . . . . . . .53
COURSE OUTLINE AND
SCHEDULE . . . . . . . . . . . . . . .128
CRUISE . . . . . . . . . . . . . . . . .38, 97
CUSTOMER SUPPORT . . . . . . . .124
E
ELECTRONIC ENGINE CONTROL
EEC/DEEC
DESCRIPTION . . . . . . .14, 136
MANUAL MODE TEST . . .35, 94
ENGINE CONDITION TREND
MONITORING . . . . . . . . . .53, 82
ENGINE COOLING . . . . . . . .40, 98
ENGINE CYCLE COUNTING
APR/RPR/MPR . . . . . . . . . . . . .53
DESCRIPTION . . . . . . . . . . . .136
NORMAL . . . . . . . . . . . . . . . . .53
ENGINE MATCHING . . . . . . . . . .58
ENGINE MONITORING . . . . . . . .53
JET-CARE . . . . . . . . . . . . . . . . .53
SOAP . . . . . . . . . . . . . . . .53, 139
ENGINE START . . . . . . . . . . .31, 89
F
FIELD SERVICE ENGINEERS . . .124
FLIGHT TEST PROCEDURE . . . . .48
FUEL ENRICHMENT . . . . . . . . . .32
G
GARRETT
AVIATION SERVICES . . . . . . .123
GLOSSARY . . . . . . . . . . . . . . . .134
H
HISTORY
GARRETT . . . . . . . . . . . . . . . . .4
HOT START . . . . . . . . . . . . . . . .136
IDLE RPM
EEC/DEEC ON . . . . . . . . . . . . .57
FLUCTUATING . . . . . . . . . . . .58
MANUAL MODE . . . . . . . . . . . .58
INFLIGHT SHUTDOWN
141
L
LIMITATIONS . . . . . . . . . . . . . . .26
CRUISE ITT . . . . . . . . . . . .38, 97
START ITT . . . . . . . . . . . . .33, 91
TAKEOFF ITT . . . . . . . . . . .37, 96
TFE731-20/20R . . . . . . . . . . . .61
N
N1 DEEC . . . . . . . . . . . . . . .17, 138
N1 OVERSHOOT . . . . . . . . . . . . .37
NOISE LIMITATIONS . . . . . . .12, 69
NOTIFICATION . . . . . . . . . . . . . . .8
O
OIL QUANTITY . . . . . . . . . . .29, 88
OIL/FUEL FILTER BYPASS
INDICATORS . . . . . . . .30, 41, 53
OPERATING PROCEDURES . .27, 86
AFTER START . . . . . . . . . . .35, 94
CLIMB . . . . . . . . . . . . . . . .37, 96
CRUISE . . . . . . . . . . . . . . . .38, 97
DESCENT,APPROACH,
LANDING . . . . . . . . . . . .39, 98
ENGINE START . . . . . . . . .31, 89
POST-FLIGHT . . . . . . . . . . .40, 99
PREFLIGHT . . . . . . . . . . . .28, 87
SHUT-DOWN . . . . . . . . . . .40, 98
TAKEOFF . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . .36, 95
OPERATIONAL PROTECTION
GROUND . . . . . . . . . . . . . . . .114
AUTOMATIC RELIGHT . . . .116
MECHANICAL OVERSPEED
PROTECTION . . . . . . . . .114
ULTIMATE OVERSPEED
PROTECTION . . . . . . . . .115
OPERATIONAL PROTECTION
INFLIGHT . . . . . . . . . . . . . . .117
AUTOMATIC RELIGHT . . . .119
142
MECHANICAL OVERSPEED
PROTECTION . . . . . . . . .117
ULTIMATE OVERSPEED
PROTECTION . . . . . . . . .118
OPERATIONAL SUGGESTIONS . .51
OUT OF THIN AIR
GARRETTS FIRST 50 YEARS . . .5
P
PARTS INVENTORIES
SYSTEMS DISTRIBUTION
CENTERS . . . . . . . . . . . . . .124
PERFORMANCE RESERVE
APR/RPR/MPR . . . . . . . . . . . . .20
PILOT ADVISOR PROGRAM . . . . .2
POST-FLIGHT . . . . . . . . . . . . .40, 99
POWER MANAGEMENT . . . . .13, 70
PREFLIGHT . . . . . . . . . . . . . .28, 87
PRODUCT IMPROVEMENT . . . .125
PUBLICATIONS . . . . . . . . . . . . .125
R
ROTATIONAL RESISTANCE . .29, 88
S
SERVICING INFORMATION
FUELS . . . . . . . . . . . . . . . . . . .54
LUBRICANTS . . . . . . . . . . . . . .54
SHUT-DOWN . . . . . . . . . . . . .40, 98
SHUT-DOWN INFLIGHT . . . .46, 120
SPECIFICATIONS . . . . . . . . . .25, 61
TFE731-20/20R . . . . . . . . . . . .61
TFE731-40/40R . . . . . . . . . . . .63
TFE731-60 . . . . . . . . . . . . . . . .66
SPOOL-DOWN TIME . . . . . . .40, 99
SYSTEMS . . . . . . . . . . . . . . . .14, 70
AUTOMATIC PERFORMANCE
RESERVE (APR) . . . .20, 73, 134
DIGITAL ELECTRONIC ENGINE
CONTROL (DEEC) . .14, 70, 135
EEC/DEEC . . . . . . . . . . . . . . . .14
T
TAKEOFF . . . . . . . . . . . . . . . .36, 95
TARGET N1 . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . . . .36, 95
TFE731
DESCRIPTION . . . . . . . . . . . . . .9
DESIGN . . . . . . . . . . . . . . . .9, 60
EVOLUTION . . . . . . . . . . . . . . .5
FAMILY . . . . . . . . . . . . . . . . . . .4
TRAINING PROGRAMS . . . . .126
TRAINING
INTERMEDIATE
MAINTENANCE . . . . . . . . .126
LINE MAINTENANCE . . . . . . .126
LOCATION . . . . . . . . . . . . . .127
ON-SITE . . . . . . . . . . . . . . . . .128
PILOT AND MAINTENANCE .126
PILOT FAMILIARIZATION . . .127
W
WEIGHTS AND DIMENSIONS . . .25
143