Ameco Beijing

Aviation College

Training Manual

Jet
Aircraft
Maintenance
Fundamentels

ATA 75
Engine Air

JAR-66

Lufthansa Issue: July 2000

Technical Training GmbH For Training Purposes Only
Book No: JAMF ATA 75 ALL Lufthansa Base Hamburg ã Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46

Reproductions are limited to the extent stated in

the JAMF purchase contract
Lufthansa Technical Training
ENGINE AIR Ameco Beijing FUNDAMENTELS

Aviation College
ATA 75 ENGINE AIR
For Training Purposes Only

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AIR SYSTEMS OVERVIEW
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Aviation College ATA 75 Lesson 1

AIR SYSTEMS OVERVIEW

INTRODUCTION
The engine air system can be divided into three sub systems.
These are the compressor control system, the clearance control system and
the engine cooling system.
All 3 sub systems of the engine air system are fully independent systems.
The compressor control system protects the engine compressors against stall
and surge in all operating conditions and it increases their efficiency. The
clearance control system optimizes the tip clearance between the rotor blades
and the stator casing to increase the engine efficiency. These systems are
used at the high pressure and low pressure turbine on most modern engines.
Some engine also have clearance control systems for the high pressure
compressor.
The engine cooling system makes sure that the internal and external engine
components are cooled sufficiently during operation and after engine
shut--down. It usually a passive system which differs very much on the different
aircraft engines.
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Aviation College ATA 75 Lesson 1

ENGINE AIR SYSTEMS

COMPRESSOR CLEARANCE CONTROL

CONTROL SYSTEM SYSTEM COOLING SYSTEM

PROTECTS OPTIMIZES TIP

AGAINST
CLEARENCE
STALL AND SURGE
INCREASES
INCREASES
EFFICIENCY
EFFICIENCY

EXTERNAL COOLING
SYSTEM INTERNAL AIR SYSTEM
For Training Purposes Only

Figure 1 ENGINE AIR SYSTEM

HAM US ds May 99 Page 3
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COMPRESSOR CONTROL SYSTEM

In this segment you will be introduced to 3 commonly used sub systems of the
compressor control system.
These are the variable bleed valve system, the variable stator vane system
and the HP compressor bleed valve system.
All theses sub systems are controlled by the hydromechanical fuel control unit
or by the FADEC system.
For Training Purposes Only

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ENGINE AIR SYSTEM

COMPRESSOR
CONTROL SYSTEM

FCU

FADEC

VARIABLE VARIABLE HP COMPRESSOR

BLEED VALVES STATOR VANES BLEED VALVES
For Training Purposes Only

Figure 2 COMPRESSOR CONTROL SYSTEM

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Compressor Control System cont.
The main task of the compressor control system is to protect the engine com-
pressors against stall and surge.
Therefore it has variable bleed valves. These valves, which are also called
VBVs, control the airflow to the high pressure compressor.
The variable bleed valves are usually installed in the fan frame behind the low
pressure compressor.
The VBVs bleed some air from the LP compressor into the fan air discharge
duct.
This protects the LP compressor against stall and surge.
For Training Purposes Only

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VARIABLE
BLEED VALVES
For Training Purposes Only

Figure 3 VARIABLE BLEED VALVES

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Compressor Control System cont.
The high pressure compressors are protected against stall and surge by 2
methods.
Only some engines have compressor bleed valves to bleed off excessive air in
critical operating conditions.
All modern HP compressors however have several stages of variable stator
vanes to control the airflow into this compressor.
The variable stator vanes control the incoming airflow into the HP compressor.
This makes sure that during engine start and acceleration the airflow through
the HP compressor is not too large.
At low rotor speeds the HP compressor surges because the forward stages
deliver too much air to the aft stages.
The variable stator vanes also optimize the efficiency of the compressor at
high power setting.
For Training Purposes Only

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VARIABLE
STATOR
VANES
For Training Purposes Only

Figure 4 VARIABLE STATOR VANES

HAM US ds May 99 Page 9
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Compressor Control System cont.
Some engines use bleed valves at the HP Compressor to improve the engine
start and acceleration capabilities.
You can find these bleed valves at the mid or aft stages of the HP compressor.
On some engines these valves are called start bleed valves because they are
only used for the start sequence.
For Training Purposes Only

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HP
COMPRESSOR
BLEED VALVES

START BLEED
VALVES
For Training Purposes Only

Figure 5 HP BLEED VALVES

HAM US ds May 99 Page 11
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CLEARANCE CONTROL SYSTEM

Clearance control systems are used to optimize the tip clearances in turbines
and compressors.
During engine operation the tip clearances change because the stator cases
and rotors expand differently.
Therefore the purpose of clearance control systems is to match the expansion
of the stator cases with the expansion of the engine rotor.
This keeps the tip clearances as small as possible for optimum efficiency.
You can usually find clearance control systems at the high pressure and low
pressure turbines and on some engines even at the high pressure compressor.
For Training Purposes Only

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STATOR CASE

TIP
CLEARANCE
For Training Purposes Only

Figure 6 TIP CLEARANCE

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Clearance Control System cont.
Turbine clearance control systems use cooling air that is blown on or into the
turbine stator cases.
These systems are either active or passive clearance control systems.
Passive clearance control systems use cooling airflow that cannot be switched
off. These systems cannot optimize the tip clearances for all operating
conditions of the engine. They are used to support active clearance control
systems.
Active clearance control systems have cooling air control valves. These
systems can optimize the tip clearances because they can control the quantity
of cooling airflow to the turbine cases depending on the engine condition. All
the active clearance control valves are usually controlled by the
hydromechanical fuel control unit or by the FADEC system.
For Training Purposes Only

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ECU

ACTIVE CLEARANCE PASSIVE CLEARANCE

CONTROL SYSTEM CONTROL SYSTEM
For Training Purposes Only

MEC

Figure 7 ACTIVE CLEARANCE CONTROL SYSTEM

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Clearance Control System cont.
Compressor clearance control systems do not use cooling air on the
compressor case. They use warm air to heat the rotor instead.
The warm air increases the expansion of the compressor rotor so that the tip
clearances decrease.
The use of warm air for rotor heating is a better method for the compressor
because the cold air that is available is not cold enough for efficient
compressor case cooling.
For Training Purposes Only

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For Training Purposes Only

Figure 8 COMPRESSOR CLEARANCE CONTROL

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COOLING SYSTEM
The engine cooling system can be divided into the external cooling system
and the internal air system.
The external cooling system supplies cold air into the cavities between the
engine cowlings and the engine cases.
The air that is used for cooling is usually ram air for the fan compartment and
fan air for the core compartment.
The air cools the engine cases and components and prevents the collection of
flamable gases in these areas.
The internal air system covers all the airflow below the engine rotors and at the
bearing compartments.
The air for the internal air system comes from many different pick--up points at
the LP or HP compressor.
This airflow is used for internal cooling and also for sealing purposes.
For Training Purposes Only

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Aviation College ATA 75 Lesson 1

ENGINE AIR SYSTEMS

COMPRESSOR CONTROL CLEARANCE CONROL

SYSTEM SYSTEM COOLING SYSTEM

EXTERNAL COOLING INTERNAL AIR SYSTEM

SYSTEM
For Training Purposes Only

Figure 9 ENGINE COOLING SYSTEM

HAM US ds May 99 Page 19
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COMPRESSOR CONTROL SYSTEMS

COMPRESSOR CONTROL SYSTEM ORGANIZATION
A compressor control system on a modern turbofan engine usually has a
variable stator vane system and a variable bleed valve system.
Additionally to these two sub systems some engines also have a compressor
bleed valve system for the HP compressor.
Each compressor control sub system has control components, actuations
components and feedback components.
The control components are the control unit and several sensors on the engine.
The control unit monitors the condition of the airflow in the engine compressors
and gives control signals to the actuators of the compressor control system.
The control components are either hydromechanical components or they are
electrical components on FADEC controlled engines.
The actuation components are mechanical components like actuators, rods,
linkages and many other transmissions.
The feedback components are either mechanical push--pull cables and
linkages or electrical position sensors like LVDTs or RVDTs.The feedback
components transmit the actual VBV or VSV position to the control unit.
On some turbofan engines you can find additional compressor control
components. These are HP compressor bleed valves. They are also controlled
by the engine control unit, but they are usually pneumatically operated valves
without a feedback system.
For Training Purposes Only

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COMPRESSOR CONTROL
SYSTEM

CONTROL ACTUATION FEEDBACK

COMPONENTS COMPONENTS COMPONENTS

VSV ACTUAROR

VBV ACTUATOR

CIT SENSOR

VBV POSITION SENSOR

VSV FEEDBACK
CABLE
For Training Purposes Only

CONTROL UNIT

Figure 10 FEEDBACK COMPONENTS

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CONTROL COMPONENTS-LOCATION & FUNCTION

We first look at the compressor control components of engines without a
FADEC system.
The main component is the engine control unit.
It is often named main engine control or just MEC, because it is used for fuel
metering compressor control and active clearance control.
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MEC

MAIN ENGINE CONTROL

(MEC)
For Training Purposes Only

Figure 11 COMPRESSOR CONTROL COMPONENTS

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Control Components-Location &Function cont.
For compressor control the MEC uses the core engine speed N2 and the
compressor inlet temperature CIT.
The MEC also gets information about the reverser operation. This is necessary
because thrust reverser operation increases the danger of compressor
surge.The N2 signal comes from the mechanical drive via the accessory
gearbox.
For Training Purposes Only

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CIT SENSOR

CIT SENSOR

N2
For Training Purposes Only

CONTROL UNIT

REVERSER

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Control Components-Location &Function cont.
You usually find the CIT sensor in the fan frame between the LP and HP com-
pressor.
This sensor is usually a hydromechanical temperature sensor. It senses the air
temperature and converts the temperature into a proportional fuel pressure.
This fuel pressure is sensed by the MEC.
For Training Purposes Only

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CIT
SENSOR
For Training Purposes Only

Figure 12 CIT SENSOR

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Control Components-location & function continue
On engines with a FADEC system the control unit for the compressor control is
the ECU.
The ECU receives the N2, the CIT and the information about the reverser
condition and it also receives additional signals to improve the compressor
control. These signals are usually electric or pneumatic signals that differ from
engine type to type.
Some systems use the fan rotor speed N1, the engine inlet temperature T12
and mach number to improve the VBV control.
Other systems also use the HP compressor discharge pressure Ps3 as a surge
detection signal.
For Training Purposes Only

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REVERSER
T1,2
T2,5
PS3
N1
ECU N2
For Training Purposes Only

Figure 13 ECU SIGNALS FOR COMPRESSOR CONTROL

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VSV SYSTEM ACTUATION COMPONENTS

The variable stator vanes operate by hydraulic power via a mechanical
transmission. There are one or two actuators for the VSV control mechanism
depending on the engine type.
The hydraulic fluid that operates the actuators is always fuel pressure from the
MEC or from the HMU.
You usually find the VSV actuators on each side of the HP compressor. They
move large actuator levers equipped with several small pushrods.
The push rods are connected to actuation rings that surround the respective
compressors stage.
These so called unison rings move the individual VSVs via small lever arms.
The VSV actuators is a simple hydraulic actuator with two fuel ports named rod
end port and head end port.
The VSV actuator has a double acting hydraulic piston that can travel the full
range between the closed stop and the open stop. It usually has a double seal
with a seal drain to prevent fuel leakage. Fuel leakage across the inner seal is
caught by the seal drain and drained to the engine drain mast via a drain line.
This drain line also drains away any leakage at the fuel line couplings.
For Training Purposes Only

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ACTUATOR CLOSED
OPEN STOP VSV ACTUATOR
LEVEL STOP

SEAL
VSV ACTUATOR ROD
UNISON RING

SEAL DRAIN

ACTUATOR ROAD

ROAD END PORT HEAD END PORT

FUEL LINES
For Training Purposes Only

Figure 14 VSV ACTUATOR

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VBV SYSTEM - ACTUATION COMPONENTS

This segment shows three variable bleed valve systems that are used on
modern turbofan engines and describes their mechanical components.
One system uses flapper type variable bleed valves operated by hydraulic
actuators.
Another system that you can find on some CFM 56 engines also has the
flapper type variable bleed valves but they are operated by a hydraulic motor.
The third system uses a bleed valve ring that opens and closes a
circumferential slot in the LPC stator case. This ring is also operated by
hydraulic actuators.
For Training Purposes Only

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HYDRAULIC MOTOR

VBV ACTUATOR

BLEED VALVE FAN EXIT

RING GUIDE VANES
VBV ACTUATOR

FAN FRAME
For Training Purposes Only

LPS STATOR
VANES

BLEED VALVE
OUTLET CASE

Figure 15 3 BLEED VALVE SYSTEMS

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VBVS System cont.
The VBV system with hydraulic actuators is similar to the VSV system. It has
two actuators, one on each side of the fan frame.
The actuators receive fuel pressure from the hydromechanical engine control
unit.
Via bellcranks the actuators rotate a unison ring that is connected with other
bellcranks to the individual variable bleed valves.
For Training Purposes Only

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VBV ACTUATOR

VARIABLE BLEED
VALVE (VBV) VBV
ACTUATOR

VBV ACTUATOR
For Training Purposes Only

Figure 16 VBV SYSTEM WITH HYDRAULIC ACTUATORS

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VBVS System cont.
The VBV system with a hydraulic motor uses flexible drive shafts to operate
the VBVs.
The motor receives fuel pressure from the hydromechanical engine control unit
and rotates the flexible drive shafts.
Gearboxes on each VBV transmit the rotation to a small ball screw actuator
which operates the variable bleed valve.
The ballscrew actuators translate the rotational movement from the drive shafts
into a linear movement for the VBV.
For Training Purposes Only

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HYDRAULIC MOTOR VARIABLE

BLEED VALVE

FLEXIBLE
DRIVE SHAFT

BALLSCREW
FUEL
ACTUATOR
For Training Purposes Only

FROM
HMU

Figure 17 VBV WITH HYDRAULIC MOTOR & GEARBOXES

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VBV System cont.
A system with a ring shaped bleed valve is very simple in design. It is used, for
example, on the V 2500 engine where it is called the booster stage bleed valve
system.
It has 2 hydraulic actuators, one on each side of the fan frame, to move the
bleed valve ring. The actuators move the ring via actuating rods.
The valve opens when the actuators push the ring forward so that air from the
last stage of the LP compressor can escape into the fan discharge duct.
The valve closes when the actuator pulls at the actuating rod.
Like the flapper type variable bleed valves, this booster stage bleed valve can
move in any position between fully closed and fully open.
For Training Purposes Only

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Figure 18 RING SHAPED BLEED VALVE

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FEEDBACK SYSTEMS
Feedback systems for VSVs and VBVs are either mechanical systems on
engines with hydromechanical control units, or they are electrical systems on
engines with FADEC.
Mechanical feedback systems usually have flexible push--pull feedback cables
that are connected between the control unit and the VSVs or VBVs. They are
similar for the VSVs and VBVs. As an example we take a closer look at the
VSV feedback cable.
On this engine the feedback cable is attached to the left hand VSV actuator
lever via a bellcrank. The VSV feedback cable is attached to the actuator lever
by an adjustable rod and a bellcrank. The conduit of this cable is clamped to a
bracket on the compressor case.
At the main engine control the conduit of the cable is attached to the housing
and the inner member is bolted to a lever arm. The attachment at the main
engine control is adjustable so that the feedback cable can be rigged to the
correct length.
For Training Purposes Only

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VBV FEDDBACK
CABLE

VSV FEEDBACK VSV FEEBACK

CABLE ADJUSTMENT
SCREW
For Training Purposes Only

VSV FEEDBACK
CABLE
LEVER ARM

BRACKET
CONTROL
UNIT

Figure 19 VSV FEEDBACK CABLE

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Feedback Systems cont.
Electrical feedback systems have position sensors to tranmit the VSV or VBV
position to the engine control unit.
These sensors are either attached to the actuation mechanism or they are inte-
gral components of the hydraulic actuators. On this video you can see two VSV
actuators.
The electrical connector on the hydraulic actuator shows that it has an internal
position sensor.
Electrical position sensors are usually LVDTs or RVDTs that you have probably
seen before in other lessons.
They convert mechanical deflection into proportional electrical signals for the
ECU.
For Training Purposes Only

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INTERNAL LINEAR VARIABLE

DISPLACEMENT TRANSDUCER

ROTARY VARIABLE
DIFFERENTIAL TRANSDUCER
(RVDT)
For Training Purposes Only

ELECTRICAL
CONNECTOR

Figure 20 ELECTRICAL VSV/VBV FEEDBACK

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VBV System cont.
You can also find separate LVDTs on some engines with hydromechanical
engine control units.
These engines are then operated on aircraft with a condition monitoring
system.
Via this condition monitoring system the maintenance personnel can get the
VSV and VBV position at any time on a printed report.
For Training Purposes Only

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For Training Purposes Only

LVDT

Figure 21 LVDTs FOR CONDITION MONITORING

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VSV / VBV SYSTEM OPERATION

In this segment you will see how the compressor control operates.
The airflow in the engine compressors change when the rotational speed of the
compressors change. It also changes slightly when the temperature of the air
changes.
Therefore for compressor control the engine rotor speed and the air
temperature are the most important parameters.
The control of the VSVs has two effects on the airflow through the compressor.
It makes sure that the airflow does not separate at the compressor blades
and it controls the quantity of air through the compressor.
The control of the air quantity is important to limit the airflow, because the aft
compressor stages are very unefficient at low engine speeds.
For Training Purposes Only

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For Training Purposes Only

Figure 22 COMPRESSOR CONTROL

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VSV / VBV System operation cont.
On this diagram you can see the relation between the engine speed and the
VSV position. This curve is called the VSV schedule.
At high rotor speeds the VSVs are in the high speed position and at low speeds
they are in the low speed position.
Note that some engine manufacturers use the terms VSV open or VSV closed,
but as you can see, the VSV are never physically closed.
This VSV schedule applies for one air inlet temperature only. This means it
changes with the air temperature.
For Training Purposes Only

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For Training Purposes Only

Figure 23 VSV SCHEDULE

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VBV SCHEDULE
The control of the variable bleed valves also depends on the engine speed and
on the air temperature, but the VBV movement is opposite to the VSV
movement.
You can easily see on the diagram that the VBVs are open when the VSVs are
closed and vice versa.
Open VBVs can become very critical during maintenance in the fan frame area,
because pieces may drop through the valves into the engine.
The VBVs can be closed by a hand pump connected to the VBV actuators.
On some engines however the VBV position is not critical, because either the
upper VBV area is protected by a screen or some FADEC systems close also
the VBVs at each engine shut down.
For Training Purposes Only

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VSV / VBV VBV SCHEDULE

POSITION

OPEN

CLOSED
MAX
ROTOR SPEED

VBV SCHEDULE
For Training Purposes Only

Figure 24 VBV SCHEDULE

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VSV CONTROL
Let us now look at the operation of a VSV control system. The VBV control is
similar.( not be covered )
This example shows a simplified VSV system on a FADEC engine with the
engine control unit, the hydromechanical unit, one of the VSV actuators and
the mechanical linkage to the VSVs.
The ECU always calculates a VSV demand signal based on the actual engine
speed and compressor inlet temperature. This demand signal, for example 10
millivolts, is sent to the summation point in the ECU.
If the VSV actuator is in the correct position for the VSV demand, the signal
from the LVDT is equal to the demand signal. This results in a zero millivolt
signal to the torque motor of the VSV servo valve.
With the zero millivolt signal the torque motor moves the VSV servo valve to it’s
neutral position.
In this position the head end port and the rod end port to the VSV actuator are
closed.
If the engine speed increases, the ECU calculates a new higher demand
signal.
Compared with the feedback signal it now results in a torque motor signal and
the VSV pilot valve moves down.
Fuel pressure gets to the head end port of the VSV actuator and the VSVs
move towards open.
The the VSVs stop when the feedback signal is equal to the demand signal
and the VSV servo valve returns to neutral.
The closing of the VSVs is similar.
The plunger of the VSV pilot valve moves up to supply fuel pressure to the rod
end port of the VSV actuator.
For Training Purposes Only

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DEMAND SIGNAL

10 10
0
N2

CIT

VSV TORQUE MOTOR

POSITION

T
VSV SERVOVALVE

ROTOR SPEED

LVDT
For Training Purposes Only

Figure 25 OPERATION OF VSV CONTROL SYSTEM

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VBV System cont.
The VSV operation on an engine with a hydromechanical control unit uses
hydromechanical signals instead of electrical signals.
The engine speed signal and the CIT signal act on a 3--dimensional cam.
This 3--D cam that you already know from the fuel metering system also
operates the VSV servo valve.
The signal from a mechanical feedback cable returns the servo valve to neutral
when the VSVs have reached their demanded position.
For Training Purposes Only

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N2

3--D CAM CIT

HYDROMECHANICAL
ENGINE CONTROL UNIT

VSV FEEDBACK
CABLE

VSV
SERVOVALVE
For Training Purposes Only

VSV ACTUATOR

Figure 26 VSV OPERATION / HYDROMECHANICAL

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HPC BLEED VALVE COMPONENTS & OPERATION

HP compressor bleed valves are usually installed in the mid and aft stages of
the HP compressor.
The number of HP bleed valves on an engine differs from type to type. Some
engines have no HP bleed valves at all and others have up to 4 of them.
Because of the same reason the valves are used differently. On some engines
HP compressor bleed valves are used for all operating conditions and on
others they are used for starting or acceleration and deceleration only.
There are also many different names for these valves. They are called start
bleed valves if they are used for engine starting only or they are called transient
bleed valves if they are used for acceleration and deceleration only.
Sometimes theses valves are also known as handling bleed valves.
For Training Purposes Only

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HP COMPRESSOR BLEED VALVES

PROTECT AGAINST:
COMPRESSOR SURGE
- ENGINE STARTING
- ACCELERATION / DECELERATION
- LOW ROTOR SPEED
- REVERSER OPERATION

HP COMPRESSOR
BLEED VALVES
For Training Purposes Only

Figure 27 HP COMPRESSOR BLEED VALVES

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HPC Bleed Valve Components & Operation cont.
HP compressor bleed valves are usually pneumatically operated valves.
The pneumatic pressure comes from the last stages of the HP compressor.
On some engines they are also pneumatically controlled by a bleed valve
controller but on most modern engines they are electrically controlled by the
engine control unit via solenoid valves.
Here you can see a simplified HP compressor bleed valve system. The bleed
valves are usually spring loaded open as shown.
The HP compressor bleed valve closes if the air pressure at this compressor
stage is strong enough to overcome the spring force.
It opens at any time when the compressor is likely to surge. This is controlled
by the ECU.
To control the HP bleed valves the ECU receives the rotor speed, the aircraft
altitude and the information about the reverser operation.
With this information it calculates when to open or close the respective HP
compressor bleed valves.
To open the HP compressor bleed valves the ECU energizes the respective
solenoid valve.
When, for example, during acceleration, the solenoid is energized, PS3
pressure can reach the bleed valve and pushes it open. Excessive air in the
compressor escapes. This prevents compressor surges.
When the engine has reached a safe speed, the ECU de--energizes the
solenoid and the bleed valve closes.
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ECU

SOLENOID
VALVES
HP COMPRESSOR
BLEED VALVE

ECU
VALVE
PLATE

STAGE 5
PS 3
For Training Purposes Only

Figure 28 OPEN HP COMPRESSOR BLEED VALVES

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CLEARANCE CONTROL
INTRODUCTION
From the gas turbine fundamentals course you remember that the tip
clearances change during normal engine operation.
Modern aircraft engines therefore have clearance control systems that can
keep the tip clearance at an optimum during all operating conditions.
Depending of the method of air supply we differentiate between passive
clearance control and active clearance control.
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TIPP CLEARANCE
CASING

ROTOR BLADE
For Training Purposes Only

TURBINE CLEARANCE
CONTROL SYSTEM

ACTIVE CLEARANCE PASSIVE CLEARANCE-

CONTROL CONTROL

Figure 29 TIP CLEARANCE CHANGE

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Introduction cont.
The passive clearance control method is used on some engines for the HP and
for the LP turbine.
Here the turbine cases are cooled by a continuous airflow that is not regulated.
Passive clearance control for the HP turbine uses air from the last stages of
the HP compressor as the cooling source.
This air passes through oversize bolt holes, slots and other flow passages in
the case of the HP turbine until it finally enters the gas flow path of the LP
turbine.
Passive clearance control for the LP turbine uses fan air as the cooling source.
As you can see the air is picked up at the fan discharge duct and sprayed on
the LP turbine case.
For Training Purposes Only

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CORE COWLING

FAN AIRFLOW

HPT CASE

CDP AIR

OVERZISES
BOLT HOLES
For Training Purposes Only

Figure 30 PASSIVE CLEARANCE CONTROL

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Introduction cont.
Active clearance control systems use the same cooling air as passive
clearance control systems but they can control the quantity of air.
Many engines use fan air for the LP turbine and HP turbine.
Other engines use fan air for the LP turbine only and HP compressor bleed air
for the HP turbine.
If HP compressor bleed air is used for clearance control, it either comes from
the intermediate stages or from the last stages of the HP compressor.
In some operating conditions a mixture of cooling air from the two pick--ups is
used.
For Training Purposes Only

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Figure 31 ACTIVE CLEARANCE CONTROL

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TURBINE CLEARANCE CONTROL

A clearance control system has very few parts. It always has one or more
cooling air supply ducts that carry the cooling air to the turbine cases.
Then at the turbine cases there are manifolds that distribute the air to individual
tube assemblies on the turbine cases.
These tube assemblies are also called spray rings. They have many bleed
holes on their inner diameter.
The LPT cooling tubes are usually circular shaped tubes. The bleed holes are
pointing directly to the turbine case.
The HPT cooling tubes are often rectangular shaped tubes. On these tubes the
bleed holes are at the edges. This is important because they blow the cooling
air to the areas with the thickest materials first and make sure that the turbine
case expands and shrinks evenly.
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BLEED
HOLES

SPRAYTUBE SPRAY
RINGS
For Training Purposes Only

MANIFOLD COOLING AIR

SUPPLY DUCT

Figure 32 HPT COOLING TUBES

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Turbine Clearance Control cont.
Active clearance control systems also have one or more clearance control
valves.
They are just shut--off valves on older engines but they are usually modulating
valves on modern engines.
The clearance control valves are always separate valves for the HP turbine and
the LP turbine.
They are usually in different locations as shown on this engine or they are
combined in a common valve housing as shown on the lower engine.
The clearance control valves are controlled by the engine control unit and
actuated by fuel pressure from the hydromechanical unit.
For Training Purposes Only

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ECU

SPRAY
RINGS

CLEARANCE
CONTROL VALVE
For Training Purposes Only

COOLING AIR
MANIFOLD SUPPLAY DUCT CLEARANCE CONTROL
VALVE ACTUATOR
CLEARANCE-
CONTROL VALVE

Figure 33 CLEARANCE CONTROL VALVE AND SYSTEM

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ACTIVE TURBINE CLEARANCE CONTROL

This diagram shows how the tip clearance changes with different operating
conditions on a HP turbine without clearance control.
The upper curve shows the case diameter and the lower curve the rotor
diameter so that the area in between the curves shows the tip clearance.
For Training Purposes Only

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CASING TIP CLEARANCE

ROTOR
BLADE
HPT CASE

CASING TIP CLEARANCE ROTOR

For Training Purposes Only

ROTOR COLD IDLE TAKE CLIMB CRUISE DECENT APPROACH

BLADE OFF

Figure 34 DIAGRAM TIP CLEARANCE DECENT

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Active Turbine Clearance Control-Operation cont.
On engines with a hydromechanical control unit the active clearance control
system operates only during climb and cruise, because the tip clearance
control is most effective if the engine operates at high power for long time
periods.
Further control is not possible with a hydromechanical control unit because of
it’s limited capabilities.
A hydromechanical engine control unit uses two signals to activate the clear-
ance control system.
It needs the core engine speed, because cruise power operation is usually in
the range of 80 to 95% N2 and it needs the aircraft altitude from the engine
inlet pressure port.
With these two signals it opens or closes the clearance control valves.
For Training Purposes Only

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For Training Purposes Only

Figure 35 HYDROMECHANICAL TIP CLEARANCE CONTROL

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Active Turbine Clearance Control-Operation cont.
On engines with a FADEC system the tip clearance can be controlled for all
operating conditions.
This further improves fuel saving and makes sure that during acceleration the
tip clearances do not become too small.
The improved tip clearance control is possible because the ECU continuously
determines the actual tip clearance and calculates and controls the necessary
cooling air for the turbine cases.
The ECU uses many signals from the engine to calculate the rotor size and
case size and therefore also the tip clearance.
These signals differ from engine type to type. They are, for example, the rotor
speeds N1 and N2, the turbine case temperature, compressor discharge
temperature, compressor inlet temperature, total air temperature, and exhaust
gas temperature.
With the calculated tip clearance the ECU determines the necessary cooling
air.
It then sends control signals to the torque motors at the clearance control
valves and receives the feedback signals about the valve positions from the
position sensors.
For Training Purposes Only

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HPT CASE WITH-

FADEC ACC HPT CASE-
WITH ACC

CALCULATED TIP CLEARANCE

COOLING AIR DEMAND
N1 VALVE
N2 T3 EGT T CASE
TAT T25 POSTION
COOLING
SENSOR
AIR DEMAND
CLEARANCE
TORQUE
CONTROL VALVE
MOTOR
For Training Purposes Only

Figure 36 TIP CLEARANCE CONTROL ON FADEC ENGINES

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COMPRESSOR CLEARANCE CONTROL- OPERATION

Compressor clearance control systems are used on some FADEC engines.
These systems minimize the tip clearance in the HP compressor, but their
method is different to the turbine clearance control.
Compressor clearance control systems are always active clearance control
systems. They control the expansion of the compressor rotor by warm air that
is supplied below the rotor drum.
This warm air is usually taken from an intermediate stage of the HP
compressor modulated by compressor clearance control valves and supplied to
the hub of the rotor drum through ducts in the fan frame.
The compressor clearance control valve is similar to the turbine clearance
control valves. It has a torque motor and servo valve that receives control
signals from the ECU. The valve actuator operates by fuel pressure from the
hydromechanical unit and a valve position sensor supplies the feedback signal
to the ECU.
The ECU only uses two signals to control the valve position. These are the
rotor speed N2 and the aircraft altitude. Additional signals like the mach
number and the compressor discharge temperature switch off the system in
critical operating conditions. This is important because high centrifugal forces
during high power settings and high compressor discharge temperatures can
lead to blade rub against the compressor case.
For Training Purposes Only

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COMPRESSOR CLEARANCE CONTROL

N2

COMPRESSOR ALTITUDE
CLEARANCE HP FUEL
CONTROL VALVE MACH N0
SERVOVALVE
RETURN T3
FAN FRAME
ACTUATOR T3
For Training Purposes Only

ROTOR DRUM
Figure 37 COMPRESSOR CLEARANCE CONTROL
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COOLING SYSTEM
AIR SYSTEM - INTRODUCTION
An engine cooling system is divided into the external air system and the
internal air system.
The internal air system covers all the airflow inside an engine except for the
primary airflow through the gas path. It is different from engine type to type but
it has some common tasks that you can find on all engines.
Common tasks of the internal air system are internal sealing, pressure
balancing and internal cooling. Some of the internal air is used for sealing
purposes in the bearing compartments.
Pressure balancing is a method to release the axial loads on the thrust
bearings in the engine.
Some of the internal airflow is used for cooling of the engine materials.
As you will see later in this lesson this airflow is often the same as used for
pressure balancing.
Note that all the internal airflow is picked--up from the primary airflow at some
points of the engine compressors or turbines. this means that the internal
airflow is not for free. The engine needs fuel to create this airflow. The engine
designer therefore either tries to reduce this airflow as much as possible or
uses it for multiple tasks. For example first for pressure balancing and
afterwards for cooling.
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INTERNAL AIR SYSTEM

INTERNAL SEALING

BALANCING BOX

INTERNAL COOLING
For Training Purposes Only

Figure 38 INTERNAL AIR SYSTEM

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INTERNAL SEALING AND COOLING

LP compressor bleed air is used for the sealing of the engine bearing
compartments. Pressurized air acts on the air seals and oil seals and prevents
oil from escaping out of the bearing compartments. The air that enters the
bearing compartments finally vents overboard through the hollow N1 rotor
shaft.
Internal airflow for cooling is especially important in the areas of the engine
turbines.
On this engine, for example, compressor discharge air from the aft stages of
the HP compressor cools the nozzle guide vanes and the rotor blades of the
HP turbine and bleed air from intermediate stages of the HP compressor cools
the first stage nozzles and the rotor drum of the LP turbine.
On many engines some airflow from the LP compressor also cools the rotor
drum of the HP compressor, the cavity below the combustion chamber and the
aft part of the LP turbine rotor drum.
All the airflow finally escapes into the exhaust nozzle of the engine.
For Training Purposes Only

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AIR AIR
SEAL SEAL

OIL SEAL

LPT ROTOR
For Training Purposes Only

DRUM

FWD BEARING HPC ROTOR AFT BEARING

COMPARTMENT DRUM COMPARTMENT

Figure 39 INTERNAL AIR FLOW

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PRESSURE BALANCING
The gas loads in the compressors and turbines result in opposite axial forces
on the rotor bearings. This means that compressor gas loads push the rotors in
the forward direction and turbine loads push the rotors in the aft direction.
These resulting forces are, however, not equal in all operating conditions of the
engine as you can see here. Therefore, the internal pressure distribution inside
the engine spools is designed to balance the axial loads on the rotor bearings.
This example shows a condition where the compressor gas loads are higher
than the turbine loads.
The internal pressure distribution is also known as pressure balancing.
It minimizes the axial loads on the rotor bearings.
For Training Purposes Only

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Figure 40 PRESSURE BALANCING

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EXTERNAL COOLING
The external cooling system cools and ventilates the external areas between
the cowlings and the engine cases.
On a typical engine, the areas below the engine cowlings are divided into 2
compartments; the fan compartment and the core compartment.
The external cooling system makes sure that the engine cases and all the
components in the fan and core compartments are sufficiently cooled.
The system also prevents flamable vapors collecting in the engine
compartments. The two compartments are separated by bulkheads and fire
seals. This means that each compartment is cooled and ventilated separately.
NACA air intakes in the lower part of the fan cowls pick up ram air when the
aircraft moves. This ram air cools and ventilates the fan compartment and
discharges overboard via air outlets in the upper part of the fan cowling.
The core compartment is usually cooled and ventilated by fan air. This air is
picked up from the fan discharge duct and leaves the core compartment
through gaps at the exhaust nozzle sleeve.
Note that there is only positive ventilation of the core compartment when the
engine operates.
After the engine is shut--down, it only cools by convection.
The warm air leaves the engine compartments via the air outlets in the upper
zones of the engine and draws in cold ambient air from the bottom of the
engine.
By this cooling process the lower part of the engine becomes colder than the
upper part and this can lead to a critical situation.
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FAN COMPARTMENT
AIR OUTLET
NACA AIR
FAN CORE
INTAKE
COMPARTMENT COMPARTMENT
CORE COMPARTMENT
DISCHARGE GAP
For Training Purposes Only

CORE COMPARTMENT
FAN COMPARTMENT AIR INLET
AIR INLET

Figure 41 EXTERNAL COOLING

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External Cooling cont.
After an engine shut--down the engine can bend due to different expansion
between the upper and lower engine zones.
This condition is also known as a bowed rotor. It can be very strong so that the
rotors contact the stator cases but it disappears later in the cooling process
when the temperature difference beween the upper and lower engine zones
becomes smaller.
A bowed rotor condition can lead to a hung start or to rotor wear. Therefore
some engine manufacturers recommend a minimum waiting time between an
engine shut--down and the subsequent engine start.
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AVOID HUNG START

DUE TO BOWED
ROTOR !!
For Training Purposes Only

Figure 42 ENGINE COOLING AFTER SHUT DOWN

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 Ameco Beijing
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TABLE OF CONTENTS
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 1
AIR SYSTEMS OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
COMPRESSOR CONTROL SYSTEM . . . . . . . . . . . . . . . . 4
CLEARANCE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . 12
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
COMPRESSOR CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . 20
COMPRESSOR CONTROL SYSTEM ORGANIZATION 20
CONTROL COMPONENTS-LOCATION & FUNCTION . 22
VSV SYSTEM ACTUATION COMPONENTS . . . . . . . . . . 30
VBV SYSTEM - ACTUATION COMPONENTS . . . . . . . . 32
FEEDBACK SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
VSV / VBV SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . 46
VBV SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
VSV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
HPC BLEED VALVE COMPONENTS & OPERATION . . 56
CLEARANCE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
TURBINE CLEARANCE CONTROL . . . . . . . . . . . . . . . . . . 66
ACTIVE TURBINE CLEARANCE CONTROL . . . . . . . . . . 70
COMPRESSOR CLEARANCE CONTROL- OPERATION 76
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
AIR SYSTEM - INTRODUCTION . . . . . . . . . . . . . . . . . . . . 78
INTERNAL SEALING AND COOLING . . . . . . . . . . . . . . . . 80
PRESSURE BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . . 82
EXTERNAL COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Page i
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TABLE OF FIGURES
Figure 1 ENGINE AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 TIP CLEARANCE CONTROL ON FADEC ENGINES . 75
Figure 2 COMPRESSOR CONTROL SYSTEM . . . . . . . . . . . . . . . 5 Figure 37 COMPRESSOR CLEARANCE CONTROL . . . . . . . . . . 77
Figure 3 VARIABLE BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 INTERNAL AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 4 VARIABLE STATOR VANES . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 INTERNAL AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 5 HP BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 PRESSURE BALANCING . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 6 TIP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 EXTERNAL COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 7 ACTIVE CLEARANCE CONTROL SYSTEM . . . . . . . . . . 15 Figure 42 ENGINE COOLING AFTER SHUT DOWN . . . . . . . . . . 87
Figure 8 COMPRESSOR CLEARANCE CONTROL . . . . . . . . . . . 17
Figure 9 ENGINE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 FEEDBACK COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 COMPRESSOR CONTROL COMPONENTS . . . . . . . . 23
Figure 12 CIT SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 13 ECU SIGNALS FOR COMPRESSOR CONTROL . . . . 29
Figure 14 VSV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 15 3 BLEED VALVE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 16 VBV SYSTEM WITH HYDRAULIC ACTUATORS . . . . 35
Figure 17 VBV WITH HYDRAULIC MOTOR & GEARBOXES . . . 37
Figure 18 RING SHAPED BLEED VALVE . . . . . . . . . . . . . . . . . . . . 39
Figure 19 VSV FEEDBACK CABLE . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 20 ELECTRICAL VSV/VBV FEEDBACK . . . . . . . . . . . . . . . 43
Figure 21 LVDTs FOR CONDITION MONITORING . . . . . . . . . . . . 45
Figure 22 COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 23 VSV SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 24 VBV SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 25 OPERATION OF VSV CONTROL SYSTEM . . . . . . . . . 53
Figure 26 VSV OPERATION / HYDROMECHANICAL . . . . . . . . . . 55
Figure 27 HP COMPRESSOR BLEED VALVES . . . . . . . . . . . . . . . 57
Figure 28 OPEN HP COMPRESSOR BLEED VALVES . . . . . . . . . 59
Figure 29 TIP CLEARANCE CHANGE . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 30 PASSIVE CLEARANCE CONTROL . . . . . . . . . . . . . . . . 63
Figure 31 ACTIVE CLEARANCE CONTROL . . . . . . . . . . . . . . . . . 65
Figure 32 HPT COOLING TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 33 CLEARANCE CONTROL VALVE AND SYSTEM . . . . . 69
Figure 34 DIAGRAM TIP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . 71
Figure 35 HYDROMECHANICAL TIP CLEARANCE CONTROL . 73

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