POWER PLANTS

UNIT IV
Helicopter Maintenance
Fixed wing power plant
Fixed wing power plant modifications
1. Location of the engine
2. Higher horse power requirement
3. Cooling systems
4. Range of transient RPM
5. Supercharger and fuel injection
6. Controlling of the engine RPM
7. No flywheel, No clutch
Installation
1. Separate air cooler
2. Installation of cooling systems
a) Bell 47
b) Haller 12
3. Radial and opposed Engines
4. Correlation system
Fixed wing power plant
modifications
1. Power plants had to be mounted vertically rather than
horizontally. This brought about changes in the lubrication
system, scavenge system because the sump system had to be
relocated.
2. Speed of the engine is changed to increase power was to
increase rotational speed.
3. Change in the cooling system in case of fixed-wing power
plant, airflow from the propeller routed through cowling and
series of baffles. In helicopter cooling fans are fitted to cool
the engine.
4. Freewheeling units and clutch mechanism were also fitted
to helicopters.
5. Superchargers and fuel injection units were also installed to
the helicopter power plants.
 Fixed wing power plant
1. On earliest helicopter, it was necessary for the pilot to add throttle while
raising or lowering the collective.
2. In order to eliminate this problem, the correlation box came into use. This
system provides a means of increasing or decreasing the throttle opening as
the collective is raised or lowered. The final adjustment of power is by the
twist grip.
3. This system makes use of a twist grip which rotates a shaft in the collective.
Thin shaft has a gear attached at the bottom end of the collective shaft. The
gear meshes with a gear attached to a shaft with the collective jackshaft.
Attached thin shaft is a clevis which moves the throttle linkage.
 Installation
The engines were placed vertically and backward from their original
positions. This movement resulted in the relocation of the oil sump to
the bottom of the engine.
Rather than relocating the sump is many of the Lycoming engines, the
engine was converted to a dry sump oil system with separate oil
tank.
1. Separate air cooler- installed separately that did not depend on ram
airflow for cooling.
2. Maintenance problems:
Confusion in direction of rotation
Location of Magneto
Because of the vertical location and the presence of clutch and
transmission difficulties in rotation of crankshaft ,valve timing for
Radial Engines and opposed engines
Radial engines were located in the most of the aircraft with the output shafts facing inward at an upward
angle and modified lubrication system.
Reciprocating engines placed in the middle of the fuselage in the horizontal position below the
transmission. Both use belt drives to the transmission with engines facing forward.
Cooling systems
In Bell 47, cooling fan is mounted on the front side of the engine powered by two
matched v-belts driven from the fan quill assembly of the transmission. Fan turns
at a higher speed than the engine to distribute cooling air to the engine. The
major components of the cooling assembly
1. Fan quill
2. Fan
3. Index plate
4. Shroud
5. Cylinder baffles
Fan quill is located at the forward side of the engine
Turns at 1.2:1 ratio
Cooling system
Double Pulley is located to the end of the quill to minimize the speed.
Shroud is placed around the fan to direct the flow around the engine cylinders.
Cooling fan and fan pulley are installed on the index plate shaft ball bearing.
Grease jerk is located in the centre of shaft for lubrication of bearings.
Hiller-12
◦ Cooling fan in front of the engine
◦ Shroud to direct air flow
◦ Shroud is made of sheet metal of fiberglass.
Correlation systems
1. Correlation system provides the means of increasing or
decreasing the throttle opening as the collective is raised
and lowered.
2. Final adjustment of the power is by the twist grip.
3. Twist grip which rotates the shaft in the collective. This has
a gear attached at the bottom end of the collective shaft.
4. The gear meshes with the gear attached to a shaft with the
collective Jack shaft.
5. a clevis is attached to the shaft which moves the throttle
linkage.
6. Either the movement of the twist grip or changing of the
collective repositioning the clevis and turn the throttle.
Maintenance
1. Manual lubrication
2. Check for the cracks at the Blade roots.
3. Check for static balancing before installation
4. Balancing is done by placing the fan on a mandrel and knife
edges and adding weight to the light side of the fan in the
form of washers.
5. Dynamic imbalance may be felt by vibrations.
6. Vibration may be checked by electronic balancing
equipment.
Maintenance
hot start:-
Any start in which the EGT or TOT is exceeded as referred to as hot start. Hot starts are
specified by temperature and time limits in the manual.
hung start:-
The hung start occurs when the engine is not capable of accelerating after combustion has
occurred.
torch start:-
Torch start occurs when flames are visible from the tail type during starting.
Hot start occasions:
1. Faulty ignition
2. Faulty starting system
3. Faulty fuel.
The following areas could result in a hot start:
1. Faulty ignition -Ignition operation can normally be heard. If the system
is to be checked while on the aircraft, the engine should be turning.
2. Faulty starting system - Under battery power the engine should be able
to obtain at least starting RPM. The engine should be motored over
without fuel and ignition.
3. Faulty fuel - The nozzles should spray in a definite pattern. On
shutdown fuel should be dumped overboard. Ignition should not occur in
either
After circumstance while testing
careful examination, each the system.
system can be eliminated one by one
until the problem area is self-evident.
It is only through such a process that engine problems may be solved,
because each system is related to the engine as a whole. This same type
of process may be used for all malfunctions
 Fixed wing power plant
Turboshaft Principle
1. Direct turbine
2. Free Turbine
Turboshaft Engine Components
3. Compressor
4. Diffuser
5. Combustor
6. Turbine wheel
7. Exhaust
The direct drive turbo shaft engine must run at a
constant speed, with the compressor and the
power output attached to the same shaft.

The free turbine derives its power

from a separate turbine not
connected to the compressor.

The free turbine, however, can vary the

speed of the compressor as required to
maintain power turbine output
The axial compressor is made up of stages, each
stage consisting of one rotor and one stator. The
rotor is a multi bladed disc with each blade
being an airfoil. The rotating airfoils speed up
the airflow and force the air through the stator.
This converts the airflow velocity into pressure.
This process is repeated at each stage of the
axial compressor.
The centrifugal compressor is a large curved
disc with blades. The blades are larger at the
inlet than at the outlet.
The air is simply picked up by the inlet and
forced into a smaller outlet area as the
compressor rotates.
The air is then directed to the diffuser section
where it is straightened before entering the
combustion area.
The most popular for the turbo shaft is the annular
combustor using reverse flow . At this point, fuel is
added to the air and ignited.
This heats the air which rapidly expands and passes
through a nozzle assembly and is directed to the
turbine wheel.
This wheel is rotated by the gases passing over it and
turns the compressor.
The way the shaft and turbine are used for power varies
from engine to engine. Some engines drive from the
compressor end (cold end)

While others drive from the combustor end (hot end).

Both have advantages and disadvantages. The main
advantage of driving from the hot end is that less shafting
is required. However, the gear reduction is exposed to
more heat in this area.
The first will be the Bell 206 system. On this
aircraft a total of 283 individual elements are used
for the inlet filter.

Each of these filter elements is a swirl chamber .

As the air passes through each element, it is swirled
and dirt particles are thrown to the outside of the
tube by centrifugal force, causing the particles to
drop to the bottom of the unit.

Compressor bleed air runs into the bottom of the

unit to scavenge the particles overboard through
three holes on each side of the filter unit. Since the
openings are rather small, some problems are
experienced with wet snow. For this reason,
deflectors have been placed on the inlet cowling
This system makes use of the same swirling action but has a different frontal
arrangement, with individual filter units placed around an octagon shaped
unit.
These filter units have also been found quite efficient. This large tube inlet
has been used on some military aircraft.
It consists of a separate duct system for each of the two engines. particle separator valve, transition duct, power
section exhaust duct and ejector.
Each particle separator valve is controlled by a 28-volt actuator.
The particle separator valve is open under normal conditions of operation to provide inertia separation. The door,
however, will close under two conditions.
One of these conditions occurs anytime the N1 drops below 52% RPM. The other occurs when the fire extinguisher
handle is pulled. A switch is provided which places the system in automatic in the normal position, with the valve is
open in the override position.
.
Whenever the valve is closed, the particle separator caution light will illuminate.
the airflow pattern is as follows: air enters the forward duct through the air inlet section and
has two paths of airflow; into the engine inlet and into the ejector.
A portion of the air and the heavy particles move aft through the particle separator valve into the ejector,
giving inertia particle separation.
Inlet air enters the compressor through a wire mesh screen and is consumed by the engine.
Engine control rigging
1. The most difficult procedure in the installation of an engine is rigging of the
throttle. The first step is preliminary rigging. In most instances, the fine
adjustments cannot be made until the engine is in operation and flight tests can
be conducted.
2. The engine is free turbine engine type, the N1 & N2 system will be rigged. In
most installations, both engines will be rigged and matched.
Engine trimming:-
occasions:-
3. Replacement of fuel control ,a new engine or critical components in the engine
that might affect power output. Which requires engine trimming. The
adjustments should be made only in accordance with the manufacturer's
recommendations. They include idle and maximum speed only on the engine.
POWER PLANT MAINTENACE
1. Inspection Routine servicing :- cleaning, changing oil, adding oil and changing filters
2. removal and replacement maintenance
3. overhaul
Modular concept:-
4. Many turbine engines are maintained on modular concept regarding overhaul. This means the hot section will have
one life, compressor another and gear reduction still another life. Any of the Modules can be removed and
overhauled separately.
5. In some instances, the module may be exchanged.
Engine change:-
6. In the engine operating hours are completed or in case of repair, the engine was removed and replaced with the
other engine. Most situations the engines are preserved before removal, as the procedures recommended by the
manufacturers.
7. The hoses and electrical connection may utilize quick disconnects and electrical plugs for easy removal and
installation.
8. The changing of smaller items can be time consuming, often requiring several more hours of labour than the
actual removial and replacement.
Engine alignment
1. Mis alignment of the shaft will result in failure in a very
short time.
2. The alignment is normally accomplished by shimming the
legs of the mount between the fuselage and the mount.
3. In BELL-212 helicopter the alignment procedure is,
A.A Support assembly is positioned on the engines blower
assembly.
B.This is used to hold the beam assembly in which a knurled
nut and safety wire are installed.
C.The wire passes through the target on the beam and is
attached to the transmission input shaft by means of a
plate.
D.When the wire is tout, it should pass through the hole of
Tail rotors
1. The tail rotor (sometimes referred to an anti-torque rotor) is
used for directional control of the single engine main
helicopters.
2. Tail rotor blades are be able to change pitch and flap either
independently or as a unit. The tail rotor may be driven by
either the engine or by the transmission during auto
rotation.
Tail rotor system
3. Tail rotor drive shaft
4. Tail rotor gear box
5. Tail rotor blades
6. Pitch change mechanism
Tail rotor drive shaft:-
1. The tail rotor is driven through shafting from the
transmission down the length of the tail boom. Hanger
bearings are used to support the shaft, but also provide
shaft alignment. Tail rotor Drive shaft requires
intermediate gearbox if tail rotor is mounted at the top of
tail boom pylon.
Tail Rotor gear box:-
Rotor gear box changes direction and increases or decreases
the speed .Tail rotor turns faster than the main rotor. On
Some helicopters, the speed is in excess of 3000 rpm, with
others, operating over 2000 rpm is not unusual.
Tail rotor blades:-
Tail rotors are made of different materials and with different
designs. They are made of metallic or composite materials.
Pitch change mechanism:-
Pitch change mechanism utilize push-pull tubes or cable to
change the pitch of the blades. The pitch change system may
also have a hydraulic boost on the control system, which is
operated from the same system used for the cyclic and
collective.
1. Stick method :The stick method is usually used when no
electronic equipment is available. The procedures for this
method are quite simple.
2. A small diameter stick with a sponge rubber tip has Prussian
blue applied. With the helicopter at operating speed, the
maintenance personnel places the stick on the structure of the
airframe from the opposite side on which the tail rotor is
located.
3. From this point the stick is gradually moved until contact
with the tail rotor blades is made. This contact point should
be as close to the tips as possible. The helicopter is then
shutdown and the blade marks are examined .
4. If only one blade is marked, the pitch change link is adjusted
to move the blade in or out and the procedure is repeated
until the imprint is the same on both blades.
5. The pitch change link length is set to a nominal length when
installed, so it makes little difference if the inboard blade is
moved out or the outboard blade is moved in on the first
adjustment. Attempts are usually made to keep the
movements as close as possible. If a large correction must be
made, both blades will be moved.
2. Electronic method :The most popular method of
electronic tracking uses the same equipment for the tail
rotor as was used on the main rotor.
This unit, manufactured by Chadwick-Helmuth, will
permit both tracking and balancing of the rotor.
The track is checked with the Strobex TM unit of the
equipment. Reflective tape is placed on one of the blade
tips in the vertical position.
The other blade will have a piece of tape placed in the
horizontal position in the same relative position .
If it is a three-bladed rotor, the strips of tape may be placed
at 45 degree angles to allow one image for each blade.
a. Tracking procedure : With the engine running at the required speed
and the Strobex TM connected, the maintenance personnel with the
Strobex TM takes a position at the side facing the rotor.
b. At this point the Strobex TM is switched to oscillator and the tail rotor
is viewed with the Strobex TM.
c. The oscillator knob is turned until four tail rotor blades are viewed for
a two- or four-bladed rotor and three for a three-bladed rotor.When the
correct images are viewed, move toward the cabin section where the
tips of the blades may be observed.
d. All the tip images should appear superimposed. On a two-bladed rotor,
they should appear in the form + or -1. If the images are not
superimposed, the pitch links can be adjusted, as was done by the stick
method, until the correct image appears. See Fig. 9-32 for the correct
viewing positions.
Bell 212 rigging procedure
1. Check the length of the clevis on the servo actuator and set to
the specified length if necessary.
2. If dual controls are installed, place both the pilot's and
copilot's left pedals against the stops and adjust the
interconnect rod to fit.
3. Adjust both pitch change links to the required length, which is
given from the center line of each rod end, and connect them.
4. Position the crosshead to obtain the specified dimension
between the inboard face of the crosshead and the outboard
face of the trunnion.
5. Holding the position of the crosshead, adjust the link assembly
to obtain the correct clearance between the bell crank and link
assembly. Connect the link.
6. Position the left pedal full forward and push the servo actuator
to bottom the servo and bypass valves. Check the crosshead
and link assembly to see that they are still positioned and
adjust the tube assembly to fit. Then shorten the tube 1f2 turn
and connect it.
7. With the pedals placed in neutral, position the bulkhead boot
the specified distance and clamp the boot to the tube.
8. With the hydraulic boost aft; check the control movement for
smoothness and clearance.
Bell47 Tail rotor:
The major components of the tail rotor drive shaft system
are:
1. Forward shaft section
2. Middle (mid) shaft section
3. Aft shaft section
4. Eight bearing assemblies
5. One universal joint
6. Extension shaft
7. Forward bearing and housing
8. Center bearing and housing
9. Extension housing
Servicing :
The servicing has been reduced considerably on the newer
helicopters because of the use of hanger bearings that are
permanently lubricated.
However, many of the older helicopters require grease in these
bearings.
The lubrication periods and the type of grease are specified by
the manufacturer.
 Temperature :
Impending failure of any bearing will be indicated by a rise in the
temperature of the bearing package and may result in high
frequency vibration as the failure progresses.
For this reason, on shafting that is not enclosed, the bearing
packages are touched by hand during the post flight inspection to
determine the temperature.
On some of the enclosed shafting, a heat sensitive sticker is placed
on the bearing package to indicate increased temperatures.
At least one helicopter is using a hanger which allows the bearing
to rotate in the housing in case the bearing should freeze, rather
than allow the possibility of shaft failure.
Driveshaft inspection :
The shafts require very little maintenance and inspection but are very
sensitive to corrosion, scratches, and bends.
The drive shafts are hollow and usually made of aluminum alloy. All
corrosion, scratches and bends must be removed in accordance with the
manufacturer's recommendations.
Particular attention should be given to the ends of the shafts during
inspection. Some type of coupling attachment is accomplished at the
shaft ends.
This may be done with pins, rivets, bonding, or a combination of these.
In any situation this area is heavily stressed. One method used to attach
the coupling to the shaft utilizes a pin passing through a bonded joint.
During inspection, the pin is checked for rotation, indicating whether
the bonded joint is still holding
Removal and replacement of the drive shafting requires special
attention and some special maintenance practices. When removing
shafting, care must be taken that the shafts are not nicked, scratched,
or bent.
Damage to the shafts can result in its rejection.

If there are several shafts and they are of different lengths, it may be
advisable to mark their locations.
 Couplings :
The couplings are of several varieties and may be all interchangeable on
one aircraft, while another aircraft may have different types at different
locations.
Some of the couplings will require lubrication. This is accomplished
with grease and may require either hand packing or the use of a grease
gun.
This coupling consists of a stack of indexed stainless steel discs and it is
important that the stack be properly indexed. Once the stack is used, it
should never be restacked. It will require removal as a stack and must be
replaced as a stack.
 Alignment:
The alignment of the tail rotor driveshaft is very important. When the
alignment is incorrect the vibration level increases, resulting in an
increase in the wear factors throughout the whole system, especially in
bearing areas.
Most of the newer helicopters are aligned at manufacture and have shims
permanently bonded to eliminate alignment on shafts of this type.
A run out check may be all that is required, unless structural damage has
occurred to the airframe. This run out check is normally done with a dial
indicator, with the shaft installed.
Older helicopters may require an alignment check in addition to a run
out check of the shafts. If alignment problems are encountered, the
hanger bearings are shimmed to obtain correct alignment.
Bell47 alignment check :
This alignment is checked by inserting a special plug in the transmission
drive quill with a target and a rod through the extension tube fittings with a
string attached at the center point of the rod.
A dummy bearing is placed in the various hangers and the string is brought
through the dummy bearing and held taut against the target plug.
The position of the string passing through the bearing is then checked for
position. If the alignment is incorrect, corrective action must be taken.

Intermediate gearboxes :If intermediate gearboxes are used in the system,

they will require servicing with lubricating oil. The type of oil used will vary
from helicopter to helicopter.
Types of lubricants:
The trend with the newer helicopters is to service as many of the
components with the same lubricant as possible. As a result, many are
serviced with the same oil as used in the turbine engine.
The boxes are equipped with sight gauges for checking the fluid level.
The lubricant is changed periodically, as specified by the manufacturer.
The gearbox cases must be inspected for cracks and leakage. The
attachment fittings are areas where cracks would likely occur. The seal
areas are subject to leakage.
The gearboxes have recommended periods of overhaul designated by
the manufacturer. Some gearboxes may be overhauled in the field,
while others will require exchange or overhaul at designated repair
stations.
 90 degree gearbox:
The 90 degree gearboxes are quite similar to the intermediate gearboxes
in regard to lubrication.
The oil will need to be checked and changed periodically. Inspections
include the mounting system. Overhauls will be much the same, with set
time schedules. Some gearboxes cannot be overhauled in the field, while
others may be completely disassembled and rebuilt in the field.
Rebuild able boxes requiring the change of components may require a
lash and pattern check to determine the gear mesh. Most of the newer
boxes require only a lash check to determine the condition of the gears.
The gears are replaced in matched pairs. A few of the old gears may have
match marks on the teeth for placement, but such practices have become
quite rare.
Tail rotors :
Older tail rotors have provisions for greasing. Newer tail rotors have
eliminated the need for grease by the use of permanently lubricated bearings
and elastomeric bearings.
Inspection requirements always include critical dimensions for damages
such as cracks, nicks, and gouges. The fitting and bearing areas are checked
for looseness.
The blade's movement must be checked for smoothness of motion. Many
parts used in the tail rotor are assigned a finite life due to the stresses placed
on them.
Typical time change items may include yokes and blades. Bearing
replacements are quite common when conventional type bearings are used.
Most maintenance practices of the tail rotor system, such as the replacement
of parts or the tail rotor, may be performed in the field.
 Tail rotor vibrations :
The tail rotor, like the main rotor, is subject to vibration.
Tail rotor vibrations are always of a high-frequency type and can be felt in
the pedals.
Pilots often complain of their feet going to sleep due to these excessive
vibrations.
If the tail rotor pitch can be changed and the vibration aggravated, the
problem can be isolated to the pitch change mechanism or the tail rotor.
If it cannot be aggravated, it is usually in the drive train.