Training Notes Arriel 2B-2B1-2D L1 2012-02

Training information only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOREWORD page)



ARRIEL 2B-2B1-2D
Training Notes
1st line maintenance course
This document is intended to assist a TURBOMECA-qualified instructor in teaching

basic information related to the operation and maintenance of the ARRIEL 2B-2B12D turboshaft engines.
It is a training aid and should only be used to support the training course to which
it refers, and only by a person attending such training. It must not be used in any
other circumstances.
It will not be updated and should not be relied upon for the maintenance or repair of
ARRIEL 2B-2B1-2D engines. Only the current approved TURBOMECA maintenance
technical publications should be used for such purposes.
The acquisition of this document does not constitute proof of official formal training. Only
completion of a course delivered by a TURBOMECA-qualified instructor can lead to the
issuance of a TURBOMECA-recognised training certificate stating, when applicable, a
successful result.
Turbomeca Training - February 2012
This document is the property of TURBOMECA and it may not be copied without the express written authority of TURBOMECA.
Turbomeca Training is a registered Trademark.
For training purposes only
Copyright - Turbomeca Training
Edition: February 2012
0.1
FOREWORD


FOREWORD
ARRIEL 2B-2B1-2D
Training Notes
0 - Foreword
1 - Introduction
2 - Power plant
3 - Engine
4 - Oil system
5 - Air system
6 - Fuel system
8 - Measurement and indicating

systems
9 - Starting system
1
0 - Electrical system
1
1 - Engine installation
1
2 - Troubleshooting
1
3 - Checking of knowledge
7 - Control system

0.2
SUMMARY


SUMMARY
ARRIEL 2B-2B1-2D
Training Notes
0 - FOREWORD
Technical publications Advisory notices............................ 2.24

Lubricants / Fuels / Materials Preservation and storage............... 2.26
Safety Management - Human
Factors........................................... 2.28 - 2.29
- Summary........................................... 0.2
- Table of contents............................... 0.3
- Index of pages per variants............... 0.7
- List of abbreviations.......................... 0.17
- Conversion table............................... 0.20
1 - INTRODUCTION
3 - ENGINE
- General information.......................... 1.2

- Training programme......................... 1.4 - 1.5
2 - POWER PLANT
- Power plant....................................... 2.2

- Principle of adaptation to the
helicopter.......................................... 2.8
- Main characteristics.......................... 2.10
- Design and development................. 2.14
- Maintenance.................................... 2.16
Maintenance concept.................... 2.16
Life limitations................................. 2.18
Preventive and corrective
maintenance................................... 2.20
Technical publications Presentation.................................. 2.22

- Engine presentation.......................... 3.2

- Axial compressor.............................. 3.6
- Centrifugal compressor .................... 3.8
- Combustion chamber........................ 3.10
- Gas generator turbine....................... 3.12
- Power turbine.................................... 3.14
- Exhaust system................................. 3.16
- Reduction gearbox............................ 3.18
- Transmission shaft and accessory
gearbox ............................................ 3.20
- Engine - Operation........................... 3.26
- Engine - 1st line maintenance.......... 3.28 - 3.33
0.3
TABLE OF CONTENTS


TABLE OF CONTENTS
ARRIEL 2B-2B1-2D
Training Notes
TABLE OF CONTENTS
4 - OIL SYSTEM
- Oil system presentation.................... 4.2

- Oil tank - Oil cooler - Oil pressure
transmitter......................................... 4.8
- Oil pumps.......................................... 4.10
- Oil filter and heat exchanger............. 4.12
- 2B-2B1: Oil filter pre-blockage
indicator............................................ 4.18
- 2D: Oil pressure and temperature
transmitters....................................... 4.20
- 2B-2B1: Low oil pressure switch....... 4.22
- Mechanical magnetic plugs............... 4.24
- Scavenge strainers........................... 4.26
- Oil valve assembly............................ 4.28
- Electrical magnetic plug.................... 4.30
- Centrifugal breather.......................... 4.32
- External oil pipes............................... 4.34
- Oil system - Operation..................... 4.36
- Oil system - 1st line maintenance.... 4.38 - 4.43
5 - AIR SYSTEM
- Air system presentation.................... 5.2

- Internal air system............................. 5.4
- Air tappings....................................... 5.6

- Compressor bleed valve................... 5.8

- P3 pressure transmitter..................... 5.12
- External air pipes.............................. 5.14
- Air system - 1st line maintenance.... 5.16 - 5.19
6 - FUEL SYSTEM
- Fuel system presentation ................. 6.2

- Pump and metering unit assembly.... 6.8
Fuel pumps..................................... 6.12
Fuel filter......................................... 6.16
Fuel filter indication........................ 6.20
2D: Fuel pressure and temperature
transmitters..................................... 6.24
2B-2B1: Low fuel pressure switch.. 6.26
Start purge valve............................ 6.28
Metering unit................................... 6.32
- Fuel valves assembly........................ 6.46
- Start injectors.................................... 6.54
- Main injection system........................ 6.56
- Combustion chamber drain valve..... 6.58
- Fuel system - Operation................... 6.60
- External fuel pipes............................ 6.80
- Fuel system - 1st line maintenance. 6.82 - 6.87
0.4
TABLE OF CONTENTS


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
7 - CONTROL SYSTEM
- Control system presentation............. 7.2

- Engine Electronic Control Unit.......... 7.10
- Control system - Operation.............. 7.14
- Control system - Indication and
monitoring......................................... 7.30
- Control system - General
operation.......................................... 7.40
- Control system - 1st line
maintenance.................................... 7.42 - 7.51
8 - MEASUREMENT AND INDICATING

SYSTEMS
- Measurement and indicating
systems presentation........................ 8.2
- Speed measurement
and indicating system....................... 8.4

- T4.5 measurement and indicating

system............................................... 8.14
- Torque measurement and indicating
system............................................... 8.18
- 2D: EDR - Engine Data Recorder..... 8.22
- Miscellaneous indications................. 8.24
- Measurement and indicating
systems - 1st line maintenance........ 8.32 - 8.35
9 - STARTING SYSTEM
- Starting system presentation........... 9.2

- Starter-generator............................... 9.4
- Ignition system.................................. 9.6
- Starting system - Operation............. 9.8
- Starting system - 1st line
maintenance.................................... 9.10 - 9.13
0.5
TABLE OF CONTENTS


TABLE OF CONTENTS
ARRIEL 2B-2B1-2D
Training Notes
TABLE OF CONTENTS
10 - ELECTRICAL SYSTEM
- Electrical system presentation.......... 10.2

- Alternator.......................................... 10.4
- Electrical harnesses.......................... 10.8
- Electrical system - 1st line
maintenance.................................... 10.10 - 10.13
1
1 - ENGINE INSTALLATION
- Engine compartment........................ 11.2

- Engine mounting and lifting............... 11.4
- Air intake and exhaust system.......... 11.6
- Engine/airframe system interfaces.... 11.8
- Drains - Purges - Air vents................ 11.16
- Fire protection................................... 11.18
- Engine installation - 1st line
maintenance.................................... 11.20 - 11.25
12 - TROUBLESHOOTING
- General............................................ 12.2
- Troubleshooting............................... 12.4
- Conclusion....................................... 12.8 - 12.9
1
3 - CHECKING OF KNOWLEDGE
- Introduction....................................... 13.2
- Questionnaire 1................................ 13.3
- Questionnaire 2................................ 13.6
- Questionnaire 3................................ 13.12
- Questionnaire 4................................. 13.15 - 13.30
OBSERVATIONS........................... LAST PAGE

These Training Notes are established to meet the training
requirements, to a certain extent, take into consideration
ATA104 recommendations and the requirements of the various
authorities concerned.
This document has 414 pages. It was produced using a desktop
publishing system.

0.6
TABLE OF CONTENTS


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
2B-2B1

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2D
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CHAPTER 2
Power plant - General.......................................................................................................... 2.2 - 2.3

Main characteristics - Engine ratings.......................................................................................... 2.10
Main characteristics - Engine ratings...........................................................................................2.11
Main characteristics - Engine operating envelope...................................................................... 2.13
Design and development................................................................................................. 2.14 - 2.15
Maintenance - Life limitations............................................................................................ 2.18 - 2.19
Maintenance - Technical publications - Presentation.................................................................. 2.23
CHAPTER 3
Engine presentation - General............................................................................................. 3.2 - 3.3

Axial compressor - Presentation........................................................................................... 3.6 - 3.7
Centrifugal compressor - Presentation.................................................................................. 3.8 - 3.9
Gas generator turbine - Presentation................................................................................ 3.12 - 3.13
Power turbine - Presentation............................................................................................. 3.14 - 3.15
Exhaust system ................................................................................................................ 3.16 - 3.17
Reduction gearbox - General............................................................................................ 3.18 - 3.19
Transmission shaft and accessory gearbox - General...................................................... 3.20 - 3.21
Transmission shaft and accessory gearbox - Operation................................................... 3.24 - 3.25
Engine - Operation........................................................................................................... 3.26 - 3.27
Engine - 1st line maintenance - Preventive maintenance (2B-2B1).................................. 3.28 - 3.29
Engine - 1st line maintenance - Preventive maintenance (2D)......................................... 3.30 - 3.31

0.7
INDEX OF PAGES PER VARIANTS


ARRIEL 2B-2B1-2D
Training Notes

2B-2B1
2D

X
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CHAPTER 4
Oil system presentation - General........................................................................................ 4.2 - 4.3

Oil system presentation - Description (2B-2B1).................................................................... 4.4 - 4.5
Oil system presentation - Description (2D)........................................................................... 4.6 - 4.7
Oil tank - Oil cooler - Oil pressure transmitter....................................................................... 4.8 - 4.9
Oil filter and heat exchanger - General............................................................................. 4.12 - 4.13
Oil filter and heat exchanger - Description - Operation (2B-2B1)...................................... 4.14 - 4.15
Oil filter and heat exchanger - Description - Operation (2D)............................................. 4.16 - 4.17
Oil filter pre-blockage indicator (2B-2B1).......................................................................... 4.18 - 4.19
Low oil pressure switch (2B-2B1)...................................................................................... 4.20 - 4.21
Mechanical magnetic plugs......................................................................................................... 4.23
Centrifugal breather.................................................................................................................... 4.30
Oil system - Operation................................................................................................................ 4.33
External oil pipes............................................................................................................... 4.34 - 4.35
Oil system - 1st line maintenance - Preventive maintenance (2B-2B1)........................... 4.36 - 4.37
Oil system - 1st line maintenance - Preventive maintenance (2D).................................. 4.38 - 4.39
Oil system - 1st line maintenance - Corrective maintenance..................................................... 4.41

0.8


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
2B-2B1
2D
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CHAPTER 5
Air system presentation ........................................................................................................ 5.2 - 5.3

Air tappings .......................................................................................................................... 5.6 - 5.7
External air pipes.............................................................................................................. 5.14 - 5.15
Air system - 1st line maintenance - Preventive maintenance..................................................... 5.17
CHAPTER 6
Fuel system presentation - General...................................................................................... 6.2 - 6.3

Fuel system presentation - Description (2B-2B1)................................................................. 6.4 - 6.5
Fuel system presentation - Description (2D)......................................................................... 6.6 - 6.7
Pump and metering unit assembly - Presentation (2B-2B1)................................................. 6.8 - 6.9
Pump and metering unit assembly - Presentation (2D).................................................... 6.10 - 6.11
Pump and metering unit assembly - Fuel pumps (2B-2B1).............................................. 6.12 - 6.13
Pump and metering unit assembly - Fuel pumps (2D)...................................................... 6.14 - 6.15
Pump and metering unit assembly - Fuel filter (2B-2B1).................................................. 6.16 - 6.17
Pump and metering unit assembly - Fuel filter (2D).......................................................... 6.18 - 6.19
Pump and metering unit assembly - Fuel filter indication (2B-2B1).................................. 6.20 - 6.21
Pump and metering unit assembly - Fuel filter indication (2D).......................................... 6.22 - 6.23
Pump and metering unit assembly - Fuel pressure and temperature transmitters (2D)... 6.24 - 6.25

0.9


ARRIEL 2B-2B1-2D
Training Notes

2B-2B1
2D

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CHAPTER 6 (CONTINUED)
Pump and metering unit assembly - Low fuel pressure switch (2B-2B1).......................... 6.26 - 6.27
Pump and metering unit assembly - Start purge valve (2B-2B1)...................................... 6.28 - 6.29
Pump and metering unit assembly - Start purge valve (2D)............................................. 6.30 - 6.31
Pump and metering unit assembly - Metering unit - General (2B).................................... 6.32 - 6.33
Pump and metering unit assembly - Metering unit - Automatic control
system (normal operation) (2B)......................................................................................... 6.34 - 6.35
Pump and metering unit assembly - Metering unit - Manual control system (2B)............. 6.36 - 6.37
Pump and metering unit assembly - Metering unit - Forced idle mode - Mixed
mode (2B)......................................................................................................................... 6.38 - 6.39
Pump and metering unit assembly - Metering unit - General (2B1-2D)............................ 6.40 - 6.41
Pump and metering unit assembly - Metering unit - Automatic control
system (2B1-2D)............................................................................................................... 6.42 - 6.43
Pump and metering unit assembly - Metering unit - Automatic back-up control
system (2B1-2D)............................................................................................................... 6.44 - 6.45
Fuel valves assembly - Presentation (2B-2B1)................................................................. 6.46 - 6.47
Fuel valves assembly - Operation (2B-2B1)..................................................................... 6.48 - 6.49
Fuel valves assembly - Presentation (2D)........................................................................ 6.50 - 6.51
Fuel valves assembly - Operation (2D)............................................................................. 6.52 - 6.53

0.10


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
2B-2B1

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2D
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Start injectors.............................................................................................................................. 6.54

Start injectors.............................................................................................................................. 6.55
Fuel system - Operation (2B-2B1) - Pre-start................................................................... 6.60 - 6.61
Fuel system - Operation (2B-2B1) - Fuel system purge.................................................... 6.62 - 6.63
Fuel system - Operation (2B-2B1) - Starting..................................................................... 6.64 - 6.65
Fuel system - Operation (2B-2B1) - Normal running - Back-up control............................ 6.66 - 6.67
Fuel system - Operation (2B-2B1) - Shut-down................................................................ 6.68 - 6.69
Fuel system - Operation (2D) - Pre-start........................................................................... 6.70 - 6.71
Fuel system - Operation (2D) - Fuel system purge........................................................... 6.72 - 6.73
Fuel system - Operation (2D) - Starting............................................................................ 6.74 - 6-75
Fuel system - Operation (2D) - Normal running - Back-up control.................................... 6.76 - 6-77
Fuel system - Operation (2D) - Shut-down....................................................................... 6.78 - 6.79
External fuel pipes....................................................................................................................... 6.81
Fuel system - 1st line maintenance - Preventive maintenance (2B-2B1)......................... 6.82 - 6.83
Fuel system - 1st line maintenance - Preventive maintenance (2D)................................. 6.84 - 6.85
Fuel system - 1st line maintenance - Corrective maintenance................................................... 6.87

0.11


ARRIEL 2B-2B1-2D
Training Notes

2B-2B1
2D

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CHAPTER 7
Control system presentation - General................................................................................ 7.2 - 7.3

Control system presentation - Description (2B).................................................................... 7.4 - 7.5
Control system presentation - Description 1 (2B1-2D).......................................................... 7.6 - 7.7
Control system presentation - Description 2 (2B1-2D).......................................................... 7.8 - 7.9
Engine Electronic Control Unit - General.......................................................................... 7.10 - 7.11
Engine Electronic Control Unit - EECU inputs and outputs............................................... 7.12 - 7.13
Control system - Operation - Main functions..................................................................... 7.14 - 7.15
Control system - Operation - Control................................................................................ 7.16 - 7.17
Control system - Operation - Starting (2B-2B1)................................................................ 7.20 - 7.21
Control system - Operation - Starting (2D)........................................................................ 7.22 - 7.23
Control system - Operation - Speed control...................................................................... 7.24 - 7.25
Control system - Operation - Manual mode - Manual mode training (2B)......................... 7.26 - 7.27
Control system - Operation - Principle of limitations................................................................... 7.28
Control system - Indication and monitoring - General................................................................. 7.30
Control system - Indication and monitoring - General................................................................. 7.31
Control system - Indication and monitoring - Failure Tolerance - Failure indication (2B).. 7.32 - 7.33

0.12


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
2B-2B1
2D
CHAPTER 8

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Control system - Indication and monitoring - Failure Tolerance - Failure

indication (2B1-2D)........................................................................................................... 7.34 - 7.35
Control system - Indication and monitoring - Failure Tolerance Tables (example)...................... 7.37
Control system - General operation - Functions performed by the electronic
control system................................................................................................................... 7.40 - 7.41
Control system - 1st line maintenance - Preventive maintenance (2B-2B1)..................... 7.42 - 7.43
Control system - 1st line maintenance - Preventive maintenance (2D)............................ 7.44 - 7.45
Control system - 1st line maintenance - Corrective maintenance - EECU
maintenance (2B-2B1)...................................................................................................... 7.48 - 7.49
Control system - 1st line maintenance - Corrective maintenance - EDR
maintenance (2D).............................................................................................................. 7.50 - 7.51
Speed measurement and indicating system - General (2B)................................................. 8.4 - 8.5
Speed measurement and indicating system - General (2B1-2D).......................................... 8.6 - 8.7
Speed measurement and indicating system - N1 speed sensors (2B)................................. 8.8 - 8.9
Speed measurement and indicating system - N1 speed sensor (2B1-2D)....................... 8.10 - 8.11
Speed measurement and indicating system - N2 speed sensors..................................... 8.12 - 8.13
T4.5 measurement and indicating system - Presentation................................................. 8.14 - 8.15
T4.5 measurement and indicating system - System components..................................... 8.16 - 8.17

0.13


ARRIEL 2B-2B1-2D
Training Notes

2B-2B1
2D
CHAPTER 9

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Torque measurement and indicating system - Presentation............................................. 8.18 - 8.19

Torque measurement and indicating system - System components........................................... 8.20
Torque measurement and indicating system - System components........................................... 8.21
EDR - Engine Data Recorder (2D).................................................................................... 8.22 - 8.23
Miscellaneous indications - Indicators............................................................................... 8.26 - 8.27
Miscellaneous indications - VEMD - Presentation............................................................ 8.28 - 8.29
Measurement and indicating systems - 1st line maintenance - Preventive
maintenance................................................................................................................................ 8.33
Measurement and indicating systems - 1st line maintenance - Corrective maintenance........... 8.35
Starting system presentation................................................................................................. 9.2 - 9.3
Starter-generator................................................................................................................... 9.4 - 9.5
Ignition system.............................................................................................................................. 9.6
Starting system - Operation.......................................................................................................... 9.8
Starting system - Operation.......................................................................................................... 9.9
Starting system - 1st line maintenance - Preventive maintenance..............................................9.11

0.14


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
2B-2B1
2D
X
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CHAPTER 10
Alternator - General........................................................................................................... 10.4 - 10.5

Alternator - Description - Operation.................................................................................. 10.6 - 10.7
Electrical harnesses.......................................................................................................... 10.8 - 10.9
Electrical system - 1st line maintenance - Preventive maintenance..........................................10.11
CHAPTER 11
CHAPTER 12

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Air intake and exhaust system...........................................................................................11.6 - 11.7

Engine/airframe system interfaces - Oil system.................................................................11.8 - 11.9
Engine/airframe system interfaces - Fuel system (2B-2B1)........................................... 11.10 - 11.11
Engine/airframe system interfaces - Fuel system (2D)..................................................11.12 - 11.13
Engine/airframe system interfaces - Electrical system...................................................11.14 - 11-15
Drains - Purges - Air vents.........................................................................................................11.16
Drains - Purges - Air vents.........................................................................................................11.17
Engine installation - 1st line maintenance - Preventive maintenance (2B-2B1).............11.20 - 11.21
Engine installation - 1st line maintenance - Preventive maintenance (2D)....................11.22 - 11.23
Troubleshooting - Anomalies during engine shut-down.............................................................. 12.6

0.15


ARRIEL 2B-2B1-2D
Training Notes

2B-2B1
2D

X

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CHAPTER 13
Questionnaire 3......................................................................................................................... 13.13

Questionnaire 4......................................................................................................................... 13.17
Questionnaire 4......................................................................................................................... 13.18
Questionnaire 4......................................................................................................................... 13.22
Questionnaire 4......................................................................................................................... 13.23
Questionnaire 4......................................................................................................................... 13.26

0.16


(CONTINUED)
ARRIEL 2B-2B1-2D
Training Notes
The abbreviations / symbols shown below may be used during training:

A/C................. Aircraft
AC.................. Alternating Current
ACMS............. Automatic Control Monitoring System
ACW............... Anti-clockwise
AEO................ All Engines Operating
AFCS.............. Automatic Flight Control System
APM................ Auto Pilot Module
ATA................. Air Transport Association
ATS................. Air Traffic Services
BITE............... Built-In Test Equipment
CAN................ Controller Area Network
cc/hr................ Cubic centimetres per hour
CFT................. Frequency/Voltage Converter
cSt.................. CentiStoke
CW.................. Clockwise
daN................. decaNewtons
dB................... Decibels
DC.................. Direct Current
DDR................ DECU Digital Read-out
DECU............. Digital Engine Control Unit
DGAC............. Direction Gnrale de l'Aviation Civile
EASA.............. European Aviation Safety Agency
EBCAU .......... Engine Back-up Control Auxiliary Unit
Ec................... Kinetic energy
EDR................ Engine Data Recorder

EECU............. Engine Electronic Control Unit

EGT................ Exhaust Gas Temperature
FAA................. Federal Aviation Administration
FADEC........... Full Authority Digital Engine Control
FCU................ Fuel Control Unit
FLI.................. First Limit Indicator
FM.................. Flight Manual
FMU................ Fuel Metering Unit
FOD................ Foreign Object Damage
ft..................... Feet
FWD............... Forward
G..................... Mass air flow
g..................... Grams
HE.................. High Energy
HF................... Human Factor
HFC................ Hourly Fuel Consumption
HP................... Horsepower
HP................... High Pressure
Hz................... Hertz
ICAO............... International Civil Aviation Organisation
ICP.................. Intermediate Contingency Power
ID.................... Identification
IFDS............... Integrated Flight Display System
IIDS................ Integrated Instrument Display System
ILS.................. Integrated Logistics Support
0.17
LIST OF ABBREVIATIONS


ARRIEL 2B-2B1-2D
Training Notes
ISA.................. International Standard Atmosphere
ISV.................. Servo-valve intensity
kHz................. Kilohertz
kPa................. Kilopascal
kW.................. Kilowatt
lb..................... Pound
lb/HP.hr........... Pounds per Horse Power per hour
lb/hr................ Pounds per hour
lb/sec. ............ Pounds per second
LP................... Low Pressure
LRU................ Line Replaceable Unit
LTT................. Learning Through Teaching
LVDT............... Linear Variable Differential Transducer
m..................... Metres
mA.................. Milliamperes
MAX................ Maximum
MCP................ Max Continuous Power
MCQ............... Multiple-choice Questionnaire
MGB............... Main gearbox
MHz................ Megahertz
MIN................. Minimum
mm.................. Millimetre
MTBF.............. Mean Time Between Failure
MTBUR........... Mean Time Between Unscheduled
Removal



(CONTINUED)
MTCP............. Maintenance Test Control Panel

MTOP............. Maximum Take-Off Power
mV.................. Millivolts
N..................... Rotation speed
N1, Ng............ Gas generator rotation speed
N2, NTL.......... Power turbine rotation speed
NGV................ Nozzle Guide Vane
NMD............... Navigation and Mission Display
NR.................. Rotor rotation speed
O/S................. Overspeed
OEI................. One Engine Inoperative
P..................... Pressure
P3................... Compressor outlet pressure
PCMCIA.......... Personal Computer Memory Card
International Association
PH.................. Oil pressure
POS................ Position
ppm................ Parts per million
PSI.................. Pounds per Square Inch
PSID............... Pounds per Square Inch Differential
PT................... Power Turbine
RAM................ Random-Access Memory
ROM............... Read-Only Memory
rpm................. Revolutions per minute
RTD................ Resistive Temperature Device
0.18
ARRIEL 2B-2B1-2D
Training Notes
(CONTINUED)
SFC................ Specific Fuel Consumption

shp.................. Shaft horse power
SI.................... International System
SMM............... Safety Management Manual
SMS................ Safety Management System
SRU................ Shop Repleacable Unit
t...................... Time
T..................... Temperature
T/O.................. Take-Off
TBO................ Time Between Overhauls
TET................. Turbine Entry Temperature
TOT................ Turbine Outlet Temperature
TRQ................ Torque
US G............... US Gallon
VAC................ Volts, Alternating Current
VDC................ Volts, Direct Current
VEMD............. Vehicle and Engine Multi-function display
VMS................ Vehicle Monitoring System
W.................... Power
WF.................. Fuel flow
XBV................ Bleed Valve position
XCP................ Collective pitch position
XMV................ Metering Valve position
XPa................. Pedal position signal
XTL................. Pedal position signal
Z..................... Altitude
Zp................... Pressure altitude
C................... Degrees Celsius

F.................... Degrees Fahrenheit
K.................... Degrees Kelvin
...................... Positive and negative for electrical circuits
..................... Ohm
..................... Difference
P................... Pressure difference
%.................... Percent
<..................... Less than
>..................... More than
..................... Angular velocity
*...................... Datum (e.g. N1* = N1 datum)
0.19


Training Notes
ARRIEL 2B-2B1-2D
UNIT
Length
1 mm
1 m
Volume
1 dm3 = 1 litre
Mass
1 kg
= 2.2 lb
Power
1 kW
= 1.34 HP
Temperature
C
K
Pressure
1 kPa = 0.01 bar
= 0.145 PSI
Flow (air, oil, fuel)
1 kg/s
= 2.2 lb/sec.
Specific Fuel Consumption

International System
1 g/kW.h
British or American Systems
= 0.039 inches
= 3 ft 3 inches = 39 inches
= 0.26 US gallons
= (F-32).5/9
= [(F-32).5/9] + 273
= 0.00164 lb/HP.hr
0.20
CONVERSION TABLE


CONVERSION TABLE
ARRIEL 2B-2B1-2D
Training Notes


1 - INTRODUCTION
- General information............................................................................... 1.2
- Training programme.............................................................................. 1.4 - 1.5

1.1
INTRODUCTION
ARRIEL 2B-2B1-2D
Training Notes
GENERAL INFORMATION
TURBOMECA Training
Adequate training is essential for obvious safety reasons, but also

to reduce additional maintenance costs incurred by unjustified
removals and excessive downtime.
In accordance with TURBOMECA support's proximity policy,

TURBOMECA Training has developed a worldwide training
network: it has an official office or Training Center for each
continent.
"Greater knowledge leads to greater efficiency".
TURBOMECA Training courses can therefore be conducted

worldwide:
Objectives of training
- In the TURBOMECA France reference Training Center
The main objective is the acquisition of the knowledge required

for the tasks to be achieved (know and know how).
- In the TURBOMECA USA reference Training Center

- In the TURBOMECA do Brasil reference Training Center
Further information is also communicated to widen the skill

and the experience of the trainee.
- In other TURBOMECA subsidiaries, e.g. TURBOMECA

AUSTRALASIA or TURBOMECA ASIA PACIFIC
(Singapore)
Training approach
- In delegated Training Centers
- Performance based training according to task analysis,

with classroom sessions, student involvement, practical work
and troubleshooting techniques
- In TURBOMECA approved Training Centers
- Advanced training aids: training notes, multimedia

courseware (or Computer Aided Presentation) and
demonstration training engine
- Instructors trained on the product and in training methods,
and qualified by TURBOMECA
- Courses are taught in English and French.

- Directly on the customer's site.

The training courses are conducted by an instructor detached
from TURBOMECA or by a TURBOMECA qualified and
accredited instructor.
TURBOMECA training contact

The focal point for all your TURBOMECA Training needs is the
"TURBOMECA Operator On-Line Support" (TOOLS) web site:
www.turbomeca-support.com
1.2
INTRODUCTION


"The power of knowledge"
ARRIEL 2B-2B1-2D
Training Notes
OBJECTIVES OF TRAINING
Adequate training is essential for obvious safety reasons,

but also to reduce additional maintenance costs incurred
by unjustified removals and excessive downtime.
TRAINING APPROACH
"Greater knowledge leads to greater efficiency".

North America Area
TM USA
RTC
Europe Africa Middle East
The focal point for all your

TURBOMECA Training needs:
www.turbomeca-support.com
TM F
RTC
Corporate
TURBOMECA
Training
TAP
RTC
TM B
RTC
South America Area
GENERAL INFORMATION
Asia Pacific Australasia
RTC ................. Reference Training Center

TM ................... TURBOMECA
TM F ................ TURBOMECA France
TM USA........... TURBOMECA USA
TM B................ TURBOMECA do Brasil
TAP ................. TURBOMECA Asia Pacific
1.3
INTRODUCTION


TRAINING: "The power of knowledge"
ARRIEL 2B-2B1-2D
Training Notes
The training programme is established to meet the

training requirements and takes into consideration ATA 104
recommendations and the requirements of the various authorities
concerned.


TRAINING PROGRAMME
It should be noted that the "classroom sessions" alternate with

periods devoted to demonstrations, practical exercises and visits.

1.4
INTRODUCTION
ARRIEL 2B-2B1-2D
TRAINING PROGRAMME
Training Notes
OBJECTIVE
DURATION

2 DAYS
1ST LINE MAINTENANCE

COURSE
At the end of this course, the student will be able to identify the engine components, to describe and to
explain the operation of the engine and its systems, to carry out maintenance procedures (engine
installed in the airframe) and troubleshooting.
5 DAYS
2ND LINE MAINTENANCE

COURSE
At the end of this course, the student will be able to identify the engine components, to carry out
all the maintenance procedures (engine removed from the airframe), mainly the removal/installation of
modules and shop replaceable units.
PROGRAMME: The programme mainly includes practical work. This programme can be carried out
after the 1st line maintenance programme.
3 DAYS
At the end of the course, the trainee will be able to carry out the intramodular maintenance procedures
(deep maintenance).
3RD LINE MAINTENANCE
COURSE
PROGRAMME: This course consists entirely of practical work and the students must have certain
qualications. The course documentation consists of Maintenance Technical
Instructions and the Maintenance Manual. The qualication awarded at the end of this
course has certain limits and requires regular renewal.
FROM 3 DAYS
TO 3 WEEKS
At the end of this course, the trainee will have a greater understanding of the engine and its systems.
REFRESHER
NOTE: This course is recommended for technicians who have attended the rst line maintenance
course, after about one year of experience on the engine type.
2 DAYS
At the end of this course, the trainee will be able to better identify and correct operating problems.
TROUBLESHOOTING
FUEL AND CONTROL

SYSTEM
ENGINE
DOCUMENTATION
NOTE: This course is recommended for technicians who have attended the rst line maintenance
course, after about one year of experience on the engine type.
At the end of this course, the trainee will have an in-depth understanding of the engine fuel and control
systems.
NOTE: This course is recommended for technicians who have attended the rst line
maintenance course, after about one year of experience on the engine type.
At the end of this course, the trainee will be able to understand and use the engine documentation.
NOTE: A general knowledge of engines is recommended.
2 DAYS
2 DAYS
2 DAYS
TRAINING REQUIREMENTS / ATA 104 RECOMMENDATIONS / REQUIREMENTS OF THE VARIOUS AUTHORITIES CONCERNED
TRAINING PROGRAMME
1.5
INTRODUCTION

FAMILIARISATION
At the end of this course, the student will be able to describe the engine, to explain its principle of
operation and to identify the main components of the engine and systems.


ARRIEL 2B-2B1-2D
Training Notes


2 - POWER PLANT
- Power plant (71-00-00) .......................................................................... 2.2
- Principle of adaptation to the helicopter ............................................ 2.8
- Main characteristics ............................................................................. 2.10
- Design and development..................................................................... 2.14
- Maintenance.......................................................................................... 2.16
Maintenance concept........................................................................ 2.16
Life limitations.................................................................................... 2.18
Preventive and corrective maintenance........................................... 2.20
Technical publications - Presentation............................................. 2.22
Technical publications - Advisory notices...................................... 2.24
Lubricants / Fuels / Materials (71-00-02) - Preservation and
storage (71-05-01).............................................................................. 2.26
Safety Management - Human Factors.............................................. 2.28 - 2.29
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
2.1
POWER PLANT
ARRIEL 2B-2B1-2D
Training Notes
POWER PLANT
Function
The power plant provides power by transforming the energy
contained in the air and fuel into shaft power.
Main characteristics
- Type: free turbine turboshaft engine, with forward power drive,
external power transmission shaft
- Concept: modular
- Max. Take-Off Power (MTOP) (engine installed):
2D: 598 kW (802 shp), ISA, sea level, with torque
limitation
2B-2B1: 557 kW (746 shp)
- Specific fuel consumption:
2B-2B1: 376 g/kW.h at 400 kW
2D: 370 g/kW.h at 400 kW
- Approximate dimensions and mass of the engine:

Length: 1166 mm (45.9 inches)
Width: 609 mm (23.8 inches)
Height: 465.5 mm (18.2 inches)
Mass dry (with free wheel):
- 2B-2B1: 136 kg (300lb)
- 2D: 139 kg (306lb)


GENERAL
- Approximate dimensions and mass of the EECU:

Length: 300 mm (11.7 inches)
Width: 200 mm (7.8 inches)
Height: 80 mm (3 inches)
Mass: 4.2 kg (9.24 lb).
Main components
- Turboshaft engine with its equipment
- Engine Electronic Control Unit (EECU).
- Output shaft speed:

2D: 6000 rpm (at 100% N2)
2B-2B1: 5990 rpm (at 100% N2)

2.2
POWER PLANT
Training Notes


ARRIEL 2B-2B1-2D
GAS
AIR
POWER PLANT
POWER
Type:
Free turbine
FUEL
2D: 6000 rpm at 100% N2

2B-2B1: 5990 rpm at 100% N2
Concept:
Modular
Mass dry (with free wheel):
2B-2B1: 136 kg (300 lb)
2D: 139 kg (306 lb)
Max. Take-Off Power (MTOP):

(engine installed)
2D: 598 kW (802 shp), ISA,
sea level, with torque limitation
2B-2B1: 557 kW (746 shp)
ENGINE ELECTRONIC
CONTROL UNIT (EECU)
Specific fuel consumption:

2B-2B1: 376 g/kW.h at 400 kW
2D: 370 g/kW.h at 400 kW
GENERAL
POWER PLANT
2.3
POWER PLANT
ARRIEL 2B-2B1-2D
Training Notes
POWER PLANT
This description considers the functional components of the
engine.
Gas generator
- External transmission shaft located in a protection tube which

connects the reduction gearbox to the accessory gearbox
- An coaxial output shaft with main and rear power drive is
fitted in the transmission shaft which drives it through a free
wheel unit.
- Single-stage axial compressor

- Centrifugal compressor
- Annular combustion chamber with centrifugal fuel injection
- Single-stage axial turbine.
Transmission shaft
Accessory gearbox
- Gearbox containing the accessory drive train and the main
power drive.
Power turbine
- Single-stage axial turbine.
Exhaust pipe
- Elliptical, axial exhaust pipe.
Reduction gearbox
- Reduction gearbox comprising three helical gears.

2.4
POWER PLANT


DESCRIPTION
Training Notes
ARRIEL 2B-2B1-2D
Axial
compressor
Centrifugal
compressor
Combustion
chamber
POWER
TURBINE
Turbine
EXHAUST
PIPE
ACCESSORY
GEARBOX
Accessory
drive train
Power
drive
(rear)
Main power
drive
Free wheel
unit
TRANSMISSION
SHAFT
REDUCTION
GEARBOX
DESCRIPTION
POWER PLANT
2.5
POWER PLANT


GAS GENERATOR
ARRIEL 2B-2B1-2D
Training Notes
POWER PLANT

Power turbine
This part deals with the parameters and the adaptation of the
gas generator and power turbine.
The power turbine operation is defined by the balance between

the power received from the gas generator and the torque
applied on the shaft, that is the torque TRQ and the rotation
speed N2.
Component adaptation
For the engine operation, two functional assemblies can be
considered:
- The gas generator which provides kinetic energy
- The power turbine which transforms the gas energy into
mechanical power on a shaft.
The two assemblies have different rotation speeds.
- The torque TRQ is a function of the N2 rotation speed
- At constant N2 speed, the power is only a function of the

torque
The gas generator operation is defined by:

- The air mass flow G (air flow which enters the engine)
- The air pressure P3 and air temperature T3 at the centrifugal
compressor outlet
- The fuel flow WF injected into the combustion chamber
- The rotation speed N1 of the gas generator
The operation is represented by the diagram which shows the

power W, the rotation speeds N1 and N2 and the max. torque
limit TRQ imposed by the mechanical transmission:
- The power W is equal to the torque TRQ multiplied by the

angular velocity
Gas generator
- The gas temperature TET at the turbine entry
Operation
- The engine parameters can be represented as a function of

a reference parameter; N1 for example.
Control
The operation of the engine is controlled and monitored by an
Engine Electronic Control Unit.
- The kinetic energy Ec supplied to the power turbine.

2.6
POWER PLANT

OPERATION
Training Notes
ARRIEL 2B-2B1-2D
N1
(rotation speed)
G
(air mass
flow)
P3, T3
(compressor outlet
pressure and temperature)
POWER TURBINE
TRQ
(shaft torque)
Ec
(kinetic
energy)
N2
(constant rotation speed)
W
(shaft power)
TET
(turbine entry temperature)
WF
(fuel flow)
ENGINE
PARAMETERS
TRQ
Q
Ma
qu
or
t
x.
R
eT


GAS GENERATOR
Isospeeds
N1
W = TRQ .
= 2. .N
60
P0
W C
HF T
TE
/
P3
SFC
N2
Power W and speeds N1, N2
N2
Torque TRQ as a function of N2
N1
P3/P0: Compression ratio
HFC: Hourly Fuel Consumption
SFC : Specific Fuel Consumption
OPERATION
POWER PLANT
2.7
POWER PLANT
ARRIEL 2B-2B1-2D
Training Notes
Installation requirements
Power transmission in a single engine

configuration
The main functional requirements of the installation are:
The mechanical power supplied by the engine, is used to drive

the helicopter rotors through a mechanical transmission.
This power drives:
- The main rotor (approx. 82%)
- Constant rotor rotation speed NR in all operating

conditions
- Max. torque limit TRQ (usually imposed by the aircraft
transmission)
- Complete engine protection (N1 and N2 speeds, TET,
acceleration control N1/t).
- The tail rotor (approx. 10%)

- The main gearbox (approx. 8%).
Adaptation to requirements
In a single engine configuration, the engine is installed at the

rear of the main gearbox.
To obtain a constant power turbine (N2) rotation speed, the

power supplied by the engine is automatically adapted to the
demand. This adaptation is carried out the control system which
meters the fuel flow injected into the combustion chamber so as
to deliver the required power (variation of the gas generator N1
rotation speed) while keeping the engine within its operational
limits.
The power turbine of the engine is mechanically connected to

the main gearbox which drives the main rotor.
A drive from the rear of the engine drives the tail rotor drive
shaft.

2.8
POWER PLANT


PRINCIPLE OF ADAPTATION TO THE

HELICOPTER
Training Notes
ARRIEL 2B-2B1-2D
ENGINE
100%
MAIN GEARBOX 8%
POWER TRANSMISSION
IN SINGLE ENGINE CONFIGURATION
N2
TAIL ROTOR
10%
W - Power
NR
N1, N2, TET, N1/t
N2
ENGINE
N2
time
Max. torque TRQ
t
ADAPTATION TO REQUIREMENTS
INSTALLATION REQUIREMENTS
PRINCIPLE OF ADAPTATION TO THE HELICOPTER

2.9
POWER PLANT


MAIN ROTOR
82%
ARRIEL 2B-2B1-2D
Training Notes
MAIN CHARACTERISTICS
The engine ratings correspond to given conditions of helicopter
operation. The ratings are generally defined under determined
speed and atmosphere conditions (altitude and temperature).
The following ratings are considered:
Note: 2D: The engine's TBO potential is not penalized.

However, when the max. damage is reached, a deep
maintenance (3rd level) procedure must be performed
on module M03 to replace the gas generator turbine
blades.
- Max. Take-Off Power (MTOP): max. rating which can be

used during take-off. This rating has a limited duration (5min.
continuous)
- Max. Continuous Power: rating which can be used without time
limitation (this does not imply that it is used permanently)
- 2D: Max. Take-Off Power 30 min. (MTOP 30 min.):
As soon as T4.5 > 600K (330C) and N1 > 40%, the
creep-damage counter is incremented continuously in
proportion to the T4.5 and the N1. This incrementing is
not linked to an engine rating or a time value.
The counter value is indicated in the VEMD "FLIGHT
REPORT" screen when the engine stopped.

2.10
POWER PLANT


ENGINE RATINGS
Training Notes
N1
MAX.
MTOP
(30 min.)
MTOP
(5 min.)
598 kW
MTOP
(5 min.)
598 kW
Max.
Continuous
Power
Max.
Continuous
Power
(continuous)
557 kW


ARRIEL 2B-2B1-2D
(continuous)
A.E.O.
RATINGS
A.E.O.
RATINGS
2B-2B1 VERSIONS
2D VERSION
Note: 2D: Use of MTOP 30 min.: the engine's TBO potential is not penalized. However, when the max.
damage is reached, a deep maintenance (3rd level) procedure must be performed on module M03
to replace the gas generator turbine blades.
ENGINE RATINGS
2.11
POWER PLANT
ARRIEL 2B-2B1-2D
Training Notes
The engine is designed to operate within a given climatic
envelope.
The envelope is defined by:
Note: The engine operates within various limits: rotation

speeds, temperatures, pressures

Refer to corresponding chapters and official

publications.
- The atmospheric temperature T0

- The pressure altitude Zp
- And lines of standard atmosphere.
Flight envelope
The flight envelope is illustrated by the T0/Zp graph and the
lines of standard atmosphere, with the max. tropical zone and
the min. arctic zone.
Starting and relight envelope

The starting and relight envelope is defined in the same way,
but it can be affected by the specifications of oil and fuel used,
and sometimes by special procedures.

2.12
POWER PLANT


ENGINE OPERATING ENVELOPE
Training Notes
Starting and relight

envelope limit
7012 m
(23000 ft)
PRESSURE
ALTITUDE Zp
ISA +35
7012 m
(23000 ft)
ISA +40
PICA
. TRO
MAX
ERE
SPH
-50C
(-58F)
TMO
. ARCTIC
PICA
0
-610 m
(-2000 ft)
RD A
NDA
STA
MIN
. TRO
MAX
ERE
SPH
TMO
. ARCTIC
RD A
NDA
STA
6100 m
(20000 ft)
Depends on oil and fuel specifications.

Can also depend on special procedures
+50C
(+122F)
TEMPERATURE
0
T0
-610 m
(-2000 ft)
TEMPERATURE
T0
-50C -40C
(-58F) (-40F)
2B-2B1: FLIGHT, STARTING

AND RELIGHT ENVELOPE
+55C
(+131F)
2D: FLIGHT, STARTING

AND RELIGHT ENVELOPE
Note: Below -40C (-40F), a specific heating procedure
must be applied to the Engine Electronic Control Unit.
ENGINE OPERATING ENVELOPE

2.13
POWER PLANT

PRESSURE
ALTITUDE Zp
MIN

ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
DESIGN AND DEVELOPMENT
- Squirrel EC 130 B4 (ARRIEL 2B1 / ARRIEL 2D)

but other applications can be expected.
The engine is designed to meet the aircraft propulsion

requirements and particularly for the new generation of
helicopters.
The engine design is based on:
- An optimised thermodynamic cycle which gives high
performance
- Simple and reliable components giving a good supportability,
and a good maintainability to reduce the costs.
Stages of development
Maintenance concept
The main aspects of the maintenance concept are:
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On-condition" monitoring
- High initial TBO
- Launch ARRIEL 2: 1992

- First flight:
2B-2B1: 1994
2D: 2009
- Introduction into service:
December 1997 - ARRIEL 2B
March 2001 - ARRIEL 2B1.
- Low cost of ownership:

Low production costs
Durability (defined and proven TBO and life limits)
High reliability
Low fuel consumption.
Applications
ARRIEL - According to TURBOMECA tradition: name of a

Pyrenean lake for the turboshaft engines.
Engine designation
The ARRIEL 2B, 2B1 and 2D currently power the single-engine

helicopters:
- Squirrel AS 350 B3 (ARRIEL 2B)
- Squirrel AS 350 B3+ (ARRIEL 2B1)
- Squirrel AS 350 B3e (ARRIEL 2D)

- 2: Type
- B: Variant
- 1: Version.
2.14
POWER PLANT


Principles of design
Training Notes
ARRIEL 2B-2B1-2D
MAINTENANCE CONCEPT
Optimised
thermodynamic cycle
- Full modularity
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:
Low production costs
Durability (defined and proven TBO
and life limits)
High reliability
Low fuel consumption.
Simple and reliable

components
Supportability
Maintainability
High
performance
Cost
reduction
PRINCIPLES OF DESIGN
1994
First flight
(2B)
2001
Introduction
into service (2B1)
1997
Introduction
into service (2B)
ARRIEL lake
SQUIRREL AS 350 B3
ARRIEL 2B (x 1)
SQUIRREL AS 350 B3+
ARRIEL 2B1 (x 1)
SQUIRREL AS 350 B3e
ARRIEL 2D (x 1)
2009
First flight
(2D)
1992
Launch
STAGES F DEVELOPMENT
SQUIRREL EC 130 B4
ARRIEL 2B1 (x 1)
ARRIEL 2D (x 1)
ARRIEL 2B1
Name of a Pyrenean lake
for the turboshaft engines
2: Type
B: Variant
1: Version
ENGINE DESIGNATION
APPLICATIONS
DESIGN AND DEVELOPMENT

Example:
ARRIEL:
2.15
POWER PLANT


Engine design
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE

2nd line maintenance: engine maintenance in workshop.
Introduction
- Corrective maintenance: SRU and module removal and

installation.
The engine is designed to have a high availability rate with

reduced maintenance.
The main aspects of the maintenance concept are the
following:
- Effective modularity
- On-condition facility
- Quick repair.
Maintenance levels
Four maintenance levels can be considered:
1st line maintenance:
- Scheduled and preventive maintenance
Checks and inspections
Life limit or completed TBO removal
- Corrective maintenance
Fault detection
Component replacement (LRU)
Check.

3rd line maintenance: deep maintenance which involves

module repairs.
- Corrective maintenance: component replacement.
4th line maintenance: overhaul and repair in specific workshop.
- Maintenance scheduled when the TBO is completed or when
the life limit of a component is reached
- Corrective maintenance.
Other aspects of maintenance

Refer to the following pages.
Note 1: LRU - Line Replaceable Unit

SRU - Shop Replaceable Unit.
Note 2: The maintenance steps are determined by the operator
taking into account the difficulties, the personnel and
logistic considerations.

As far as the engine manufacturer is concerned, the
current maintenance procedures (1st, 2nd line) are
defined and described in the maintenance manual.
Deep maintenance (3rd line) and overhaul (4th line)
are described in other documents and are subject to
particular license agreements.
2.16
POWER PLANT

MAINTENANCE CONCEPT
Training Notes
MAINTENANCE LEVELS
1st LINE MAINTENANCE

- Scheduled or preventive
maintenance
(LRU)
2nd LINE MAINTENANCE

(modules, SRU)
Maintenance Manual
(Operator or Service Centre
or Maintenance Centre)
4th LINE MAINTENANCE

3rd LINE MAINTENANCE
(engine removed)
(engine removed in specific workshop)
- Scheduled maintenance
- Deep maintenance
(overhaul, repair)
Maintenance Technical
Instruction
(Operator or Maintenance Centre)
Overhaul Manual
(Repair Centre)
MAINTENANCE CONCEPT
MAINTENANCE

2.17
POWER PLANT


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE
Counting of hours and cycles
A cycle is a clearly defined operating sequence.
TBOs
TBOs (Times Between Overhauls) are defined for the engine,
the modules and some accessories. These TBOs, determined
by tests and experience, are subject to an extension programme.
The TBO is expressed in flight hours.
Life limits
Certain components (mainly rotating parts such as compressor,
turbines, injection wheel) have a life limit which requires the
part to be scrapped when the limit is reached.
The life limit is expressed in operating cycles (C1 or C2
cycles).
Calendar limits
The calendar limit is the time (expressed in years) after which the
complete engine, module or part subjected to calendar limit has
to be returned to the factory or an approved repair center.
The count starts at the engine first installation in the aircraft
(since new, overhaul or repair).
Cycles and hours are counted either manually or automatically.

The methods for counting hours and cycles and the various
limits are described in Chapter5 of the Maintenance Manual.
A counting check (comparison between automatic counting
and manual counting) is a procedure planned in the periodic
maintenance.
A simple check can be carried out by comparing the two engine
readings for a given period of operation.
2D: A creep-damage counter monitors the damage to the
gas generator turbine blades (expressed as a damage
percentage). This counter is subject to an evolution program.
On-condition
Some components have no TBO, no life limit and no calendar
limit. They are generally considered to be "on-condition"
components.
Use-limited parts
These parts have a maximum usage defined in hours; this
includes parts such as bearings, casings and shafts. Their limits
are greater than the normal TBO of the engine, thus permitting
them to be used over two or more TBOs, which reduces engine
overhaul costs for the customer.
These parts and their corresponding limits are listed in the
engine log book.

2.18
POWER PLANT


LIFE LIMITATIONS
ARRIEL 2B-2B1-2D
Training Notes

COUNTING OF HOURS
AND CYCLES
"ON-CONDITION"
- Engine
- Modules
- Accessories
- Manual counting
- Automatic counting
- Counting check
Some components have no TBO,

no life limit and no calendar limit.
They are generally considered to
be "on-condition" components.
USE-LIMITED PARTS
LIFE LIMITS
Maximum usage:
- Defined in hours
- Greater than the normal TBO
Usable for two or more TBOs,
which reduce engine overhaul
costs
Cycles for:
- Compressors
- Turbines
- Injection wheel
2D
CALENDAR LIMITS
Time limits:
- Engine
- Modules
- Part
(since new, overhaul or repair)
2D: EDR
(storage of
counter data)
Display in
the cockpit
EECU
AUTOMATIC COUNTING
LIFE LIMITATIONS
MAINTENANCE
2.19
POWER PLANT

TBOs
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE
Preventive maintenance is a schedule of planned maintenance
actions aimed at the prevention of failures.
It includes two inspection types.
Examples of considered means

- Borescopic inspection: this permits inspection of internal
parts which are not accessible without disassembly
- Lubrication oil check: various methods are used to check
for the contamination of the oil (magnetic plugs, strainers
sampling). Samples of oil are taken at regular intervals and
the samples are analysed to measure the contamination
and anticipate incipient failures (analysis by magnetoscopy,
ferrography, spectrometric oil analysis)
Servicing inspections
- Inspection before the first flight of the day
- Inspection between two flights
- Inspection after 15 flight hours or 7 days.
- Vibration level check: the vibration level of the rotating

assemblies gives an indication of the engine condition
Periodic inspections
- Power check: it is ensured by the pilot (refer to "Flight

Manual")
- These procedures can be "blocked" (at fixed intervals for all

the procedures) or staggered (each procedure is distributed
over a period of time to reduce the turnaround time while still
respecting the intervals)
- Visual inspection: conventional visual inspections are also

considered for on-condition monitoring.
- Visits are scheduled as a function of flight hours (e.g.: every

500 hours) or calendar (e.g.: 2 years)
The objective is to put the engine back into normal service

as soon as possible. Corrective maintenance includes
all procedures which must be carried out when required
(failures, anomalies, etc ).
- Special inspections:
Particular inspections
Inspections according to airworthiness.

CORRECTIVE MAINTENANCE
2.20
POWER PLANT


PREVENTIVE MAINTENANCE
Training Notes
ARRIEL 2B-2B1-2D
Servicing inspections / Periodic inspections

EXAMPLE OF MAIN INSPECTION POINTS
-
Visual checks
Inspection of filters
Inspection of magnetic plugs
Oil sampling (for analysis)
Oil level (and replenishment if required)
Compressor cleaning (depending on
operating conditions)
- Ground run test
- EECU data operation
- ...
LUBRICATION OIL CHECK
VIBRATION LEVEL
CHECK
To put the engine back into normal service

as soon as possible
BORESCOPIC INSPECTION
VISUAL INSPECTION
EXAMPLE OF MAIN TASKS

-
Troubleshooting
Run-down check
Functional and condition checks
Removal and installation
Adjustments
Miscellaneous procedures (cleaning, storage ...)
Repair (or replacement)
Particular instructions
FLI
GH
REFER TO THE
MAINTENANCE MANUAL
Chapter 05
TM
AN
UA
POWER CHECK
PREVENTIVE AND CORRECTIVE MAINTENANCE
MAINTENANCE

2.21
POWER PLANT


ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE

- A list of failures observed during maintenance
This part deals with the 1st and 2nd lines engine technical
documentation.
- A list of failure codes and their interpretation
Maintenance documents
Identification documents
The maintenance documents are:

- The current maintenance documents (1st and 2nd lines):
Maintenance Manual (describes the engine and its
systems and all the maintenance procedures)
Service Bulletins (approved by the authorities, and issued
to inform the operators of a modification or an instruction
which affects the operational aspects)
Service Letters (letter sent to inform the operator of certain
instructions related to the operation of the engine)
Modification Index
Standard practices: practices which are not specific to a
product. When applied to a given engine, they are however
described in chapter 70 of the Maintenance Manual
- A list of troubleshooting tasks.

The identification documents are:
- The routine-maintenance documents:
Spare Parts Catalogue (list and reference of all the spare
parts)
Special Tools Catalogue (tool designations and part
numbers).
Operation documents
The operation documents are:
- Engine log book (records and provides information on the
engine status)
Main practices: thread inserts, LOCTITE products, tightening

torques, locking of assemblies, electrical connectors, ...
- Flight Manual (the Flight Manual is the pilot's basic reference

document and specifies the limitations, the normal and
emergency procedures, and the performance data. It is
approved by the Airworthiness Authorities).
Troubleshooting
Electronic documentation
It forms the last volume of Maintenance Manual. Chapter

71-00-06 of the Maintenance Manual, which is dedicated to
troubleshooting includes:
- A list of failures observed during use

- Maintenance Technical Publications: these are electronic

versions of the maintenance documentation
- TOOLS: It is a service providing real issue of technical
publication as service bulletins, service letters, maintenance
manual updating... Each new document edition will be notified
and provided by email in real time to subscriber.
2.22
POWER PLANT

TECHNICAL PUBLICATIONS - PRESENTATION
Training Notes
ARRIEL 2B-2B1-2D
ARRIEL
ARRIEL
ARRIEL
IDENTIFICATION
ARRIEL
ARRIEL
ARRIEL
ARRIEL
2B or 2B1
or 2D
2B or 2B1
or 2D
2B or 2B1
or 2D
2B or 2B1
or 2D
2B or 2B1
or 2D
2B or 2B1
or 2D
2B or 2B1
or 2D
MAINTENANCE
MANUAL
vol. 1
MAINTENANCE
MANUAL
vol. 2
SERVICE
BULLETINS
SERVICE
LETTERS
MODIFICATION
INDEX
SPARE
PARTS
CATALOGUE
TOOLS
CATALOGUE
OPERATION
COMPOSITION OF THE MAINTENANCE MANUAL

CHAP
ARRIEL
2B or 2B1
or 2D
MAINTENANCE
MANUAL
vol. 3
00
05
CHAP. 71-00-06
TROUBLESHOOTING
26
70
71
72
73
74
75
77
78
79
80
Failures observed
during use
Failures observed
during maintenance
Failure
codes
Troubleshooting
tasks
DESIGNATION
Introduction
Time limits /
Maintenance checks
Fire protection
Standard practices
Power plant
Engine
Fuel system
Ignition
Air
Engine indicating
Exhaust system
Lubrication
Starting
ENGINE
LOG BOOK
(compiled according to recommendations of the

American standard "ATA 100")
FLI
GH
TM
AN
UA
ELECTRONIC
MAINTENANCE
TECHNICAL
PUBLICATION
TECHNICAL PUBLICATIONS - PRESENTATION
MAINTENANCE

2.23
POWER PLANT


MAINTENANCE
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE
Three types of advisory notice are used in the technical
publications:
- WARNING
Examples
WARNING: do not breathe the oil vapors. Do not leave oil in
contact with the skin.
CAUTION: if the flush is being carried out because of metal
particles in the oil system, change the filter and thoroughly
clean the tank.
- CAUTION
- NOTE.
NOTE: take the oil sample before carrying out any

replenishment.
Interpretation
WARNING: warns the reader of the possibility of physical harm
(e.g. wounding, intoxication, electrocution).
CAUTION: warns the reader of the possibility of damaging the
engine or tooling.
NOTE: gives the reader advice on how best to carry out a
task.

2.24
POWER PLANT


TECHNICAL PUBLICATIONS - ADVISORY NOTICES
Training Notes
WARNING
(physical harm)
CAUTION
(possibility of damage)
NOTE
(advice)
Examples:
Examples:
Examples:
Toxicity of engine oil and vapours

Toxicity of cleaning products
Toxicity of extinguishing products
Eye protection
Fire risk
Electrical discharge from ignition units:
- electrocution
- risks with use in an inflammable
atmosphere
-
Titanium part cleaning

Scrapping of O'ring seals
Use of the correct cleaning products
Engine cooling
Engine cleaning after use of
extinguishing product
Orifice protection during removal
Borescope fragility
Tightening torque
Oil analysis
Cycle counting
Installation of O'ring seals
Engine storage
Insulation measurements
Procedural change with modification
TECHNICAL PUBLICATIONS - ADVISORY NOTICES
MAINTENANCE

2.25
POWER PLANT


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE
PRESERVATION AND STORAGE
LUBRICANTS / FUELS / MATERIALS
Type of storage
The engine manufacturer recommends the use of synthetic oils

which keep their lubricating properties over a wide temperature
range and have a longer operating life.
The maintenance manual (chapter 71) contains specification
tables and precautions.
We shall remind you here that the mixture of oils of different
types or brands is not recommended. Therefore the system
should be flushed when the oil specification is changed.
Fuels
The maintenance manual (chapter 71) contains tables indicating

the fuel types with the corresponding US, UK, NATO and French
specifications.
Two types of fuel can be considered:
- The "normal fuels" which can be used without restriction in
all the operating envelope
- The alternative fuels (or replacement fuels) which may be
used, but with particular restrictions (additives...) and for a
limited time in order not to affect the engine TBO.
Materials
Various products are used for engine maintenance.

For example graphite grease, molybdenum disulphide for the
installation of parts, cleaning and inhibiting products.
The various products must be used carefully, for instance use
of trichlorethylene on titanium alloy parts is forbidden.

Engine uninstalled
Refer to maintenance manual for preservation and storage
procedures and periodicity.
"Short term" storage
Procedure which protects the engine for a duration of less than
three months.
"Long term" storage
Procedure which protects the engine for a duration of more
than three months. The max. duration of storage varies with
the type of container used (wooden or metal container). With
wooden container, the max. duration of storage also varies with
the type of cover used.
Engine installed in the aircraft

- For a duration of less than 6 months, 2 types of storage
can be considered : "operational" (with 5 min. ground run)
and "not operational" (with dry crank).
- For a duration of more than 6 months, remove the engine
and do the long term storage procedure.
Storage inspection
Once the engine has been put into storage, it must be periodically
checked to ensure that it is in good condition. In the event of
an anomaly, the preservation and storage procedures must
be renewed.
2.26
POWER PLANT


Lubricants
ARRIEL 2B-2B1-2D
Training Notes
GENERAL
- Protection against corrosive
agents
- NORMAL LUBRICANTS: medium viscosity

synthetic oils
- ALTERNATIVE LUBRICANTS: medium and
low viscosity oils
- No mixture of oils of different brands
- Flushing of the system when the oil
specification is changed
TYPE OF STORAGE
ENGINE UNINSTALLED
- "Short term" storage: duration less than
3 months
- "Long term" storage: duration more than
3 months (wooden or metal container)
FUELS
(Maintenance manual, chapter 71)
- NORMAL FUELS (without restriction)
- ALTERNATIVE FUELS (with particular
restrictions: operating times, additives...)
ENGINE INSTALLED IN THE AIRCRAFT

- Duration less than 6 months
- Duration more than 6 months
MATERIALS
- PART INSTALLATION: graphite grease,
molybdenum disulphide...
- CLEANING: water, fuel, alcohol, detergent...
- STORAGE: water-repellent product...
Refer to
maintenance manual for
preservation and storage
procedures and
periodicity
STORAGE INSPECTION
- To be carried out periodically
- Renewal of preservation and storage
if necessary
LUBRICANTS / FUELS / MATERIALS - PRESERVATION AND STORAGE
MAINTENANCE

2.27
POWER PLANT


LUBRICANTS
(Maintenance manual, chapter 71)
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE
The International Civil Aviation Organisation (ICAO) requires that
states establish a safety programme to achieve an acceptable
level of safety in aviation operations. Therefore states shall
require that individual operators, maintenance organisations,
ATS providers and certified aerodrome operators implement a
Safety Management System (SMS) accepted by the state.
ICAO provides a Safety Management Manual (SMM) which
explains in detail the implementation of an SMS in 19
chapters.
Environment - The situation in which the SHELL system must

function, the social and economic climate as
well as the natural environment
Liveware - The human beings' engineers, technicians, aircrew,
managers and administration personnel
The edges of the blocks are not simple and straight because each
component has to be adapted to the others. When considering
HF, all the interfaces have to be taken into account:
- Liveware - Software
HUMAN FACTORS
- Liveware - Hardware
The European Aviation Safety Agency (EASA) requires that

aviation maintenance personnel receive training on Human
Factors (HF).
- Liveware - Environment
They must have an initial HF training followed by regular

refresher training.
The EASA part 145 recommends 1 to 3 days initial training on

HF depending on the persons concerned and further training
every 2 years.
Below is a precise of the ICAO SHELL model which is a

conceptual model proposed in ICAO circular 216-AN31. It
represents the different components of human factors and is
only intended as a basic aid to understanding HF:
- Liveware - Liveware
Software - The rules, procedures, written documents, etc.,

which are part of standard procedures
Hardware - Tools, equipment, workshop, hangar

2.28
POWER PLANT


SAFETY MANAGEMENT
Training Notes
ARRIEL 2B-2B1-2D
Chapter 01
Overview
Chapter 02
Responsibility for managing safety
Chapter 03
State Safety programme
Chapter 04
Understanding Safety
Chapter 05
Basics of safety management
Chapter 06
Risk management
Chapter 07
Hazard and Incident reporting
Chapter 08
Safety Investigations
Chapter 09
Safety analysis and Safety studies
Chapter 10
Safety performance monitoring
Chapter 11
Emergency response planning
Chapter 12
Establishing a safety management system
Chapter 13
Safety assessments
Chapter 14
Safety auditing
Chapter 15
Practical considerations for operating a safety

management system
Chapter 16
Aircraft Operations
Chapter 17
Air Traffic Services (ATS)
Chapter 18
Aerodrome Operations
Chapter 19
Aircraft maintenance
HARDWARE
SOFTWARE
SAFETY MANAGEMENT
LIVEWARE
ENVIRONMENT
LIVEWARE
HUMAN FACTORS
SAFETY MANAGEMENT - HUMAN FACTORS
MAINTENANCE

2.29
POWER PLANT


CHAPTERS OF SAFETY
MANAGEMENT MANUAL (SMM)


ARRIEL 2B-2B1-2D
Training Notes


3 - ENGINE
- Engine presentation (72-00-00) ............................................................ 3.2
- Axial compressor (72-00-32) ................................................................ 3.6
- Centrifugal compressor (72-00-43) ...................................................... 3.8
- Combustion chamber (72-00-43) ......................................................... 3.10
- Gas generator turbine (72-00-43) ......................................................... 3.12
- Power turbine (72-00-54) ...................................................................... 3.14
- Exhaust system (72-70-00) ................................................................... 3.16
- Reduction gearbox (72-00-15) .............................................................. 3.18
- Transmission shaft and accessory gearbox (72-00-61) .................... 3.20
- Engine - Operation (72-00-00).............................................................. 3.26
- Engine - 1st line maintenance............................................................. 3.28 - 3.33
3.1
ENGINE
ARRIEL 2B-2B1-2D
Training Notes
ENGINE PRESENTATION
Main components
Function
- Gas generator
Axial compressor
HP section
- Centrifugal compressor
- Combustion chamber
- Turbine
- Type: Free turbine with forward drive via an external shaft
- Power turbine
- Gas generator:
Speed: 52110 rpm (100% N1)
Direction of rotation: anti-clockwise (ACW)
- Exhaust pipe
The engine transforms the energy contained in the fuel and in

the air into mechanical power on a shaft.
- Power turbine:
Speed:
- 2B-2B1: 39095 rpm (100% N2)
- 2D: 39158 rpm (100% N2)
Direction of rotation: clockwise (CW)


GENERAL
- Reduction gearbox
- Transmission shaft
- Free wheel
- Accessory gearbox.
- Output shaft:
Speed:
- 2B-2B1: 5990 rpm (100% N2)
- 2D: 6000 rpm (100% N2)
Direction of rotation: clockwise (CW).
Note: Direction of rotation given viewed from the rear.

3.2
ENGINE
Training Notes
AXIAL
COMPRESSOR
CENTRIFUGAL
COMPRESSOR
TURBINE
COMBUSTION
CHAMBER
POWER
TURBINE
EXHAUST
PIPE

ARRIEL 2B-2B1-2D
ACCESSORY
GEARBOX
Type:
Free turbine
with forward drive
via an external shaft
Gas generator:
52110 rpm (100% N1), ACW
Power turbine:
2B-2B1: 39095 rpm (100% N2), CW
2D: 39158 rpm (100% N2), CW
Output shaft:
2B-2B1: 5990 rpm (100% N2), CW
2D: 6000 rpm (100% N2), CW
FREE WHEEL
TRANSMISSION
SHAFT
REDUCTION
GEARBOX
GENERAL
ENGINE PRESENTATION
3.3
ENGINE
ARRIEL 2B-2B1-2D
Training Notes
ENGINE PRESENTATION
Modular layout
Note 1: A module is a sub-assembly which can be replaced

on-site (2nd line maintenance) without complex
tooling or adaptation work.
The engine comprises 5 modules:
- Module M01: Transmission shaft and accessory gearbox
Each module has an identification plate. The engine

identification plate is fitted on the left hand side of
the M01 protection tube.
- Module M02: Axial compressor

- Module M03: Gas generator HP section
- Module M04: Power turbine
Note 2: Some accessories are provided with each module.

- Module M05: Reduction gearbox.

In these training notes, these components are dealt

with in the chapters corresponding to the main
systems.
3.4
ENGINE


DESCRIPTION
Training Notes
MODULE M02
Axial compressor
MODULE M03
Gas generator
High Pressure section
MODULE M04
Power turbine


ARRIEL 2B-2B1-2D
MODULE M05
Reduction gearbox
MODULE
IDENTIFICATION
PLATES
MODULE M01
Transmission shaft
and accessory gearbox
External identification
plate
Internal identification
plate
ENGINE IDENTIFICATION
PLATE
DESCRIPTION
ENGINE PRESENTATION
3.5
ENGINE
ARRIEL 2B-2B1-2D
Training Notes
AXIAL COMPRESSOR
Functional description
Function
The axial compressor ensures a first stage of compression to
supercharge the centrifugal compressor.
The axial compressor ensures a first stage of compression in

order to supercharge the centrifugal compressor.
Compressor air flow
Position
The ambient air, admitted through the air intake duct and
guided by the inlet cone, flows between the blades of the axial
compressor. The air is discharged rearwards with an increased
axial velocity.
The air then flows through the vanes of the diffuser. Due to
the divergent passage, the air velocity is transformed into
pressure.
- At the front of the engine (the axial compressor assembly

forms the module M02).
- Type: single stage axial compressor

- Air flow:
2B-2B1: approx. 2,5 kg/sec (5.5 lb/sec.)
2D: approx. 2,71 kg/sec (5.9 lb/sec.)
- Rotation speed: N1; ACW
- Wheel made of titanium, cut from the solid.
Main components
The flow is straightened by the stator vanes before being admitted,

through an annular duct, to the centrifugal compressor.
- Rotating components
Air inlet cone
Axial wheel, shaft, bearing and accessory drive shaft
- Stationary components
Diffuser
Casing.

Note: In order to avoid compressor surge, a valve discharges

overboard a certain amount of air in certain operating
conditions (refer to "AIR SYSTEM" chapter for further
details on the compressor bleed valve).
3.6
ENGINE


PRESENTATION
ARRIEL 2B-2B1-2D
Training Notes
Air flow:
2B-2B1: approx. 2.5 kg/s (5.5 lb/sec.)
2D: approx. 2.71 kg/s (5.9 lb/sec.)
Rotation speed:
N1; ACW
2B/2B1
Wheel made of titanium, cut from

the solid
AIR INLET
CONE
BEARING
AXIAL WHEEL
CASING
AIR DISCHARGED
THROUGH THE COMPRESSOR
BLEED VALVE
COMPRESSION AND
STRAIGHTENING OF THE AIR
ACCESSORY
DRIVE SHAFT
DIFFUSER
SHAFT
ADMISSION
OF AMBIENT AIR
2D
ACCELERATION
OF THE AIR
SUPERCHARGING OF THE
CENTRIFUGAL COMPRESSOR
PRESENTATION
AXIAL COMPRESSOR
3.7
ENGINE


Type:
Single stage axial compressor
ARRIEL 2B-2B1-2D
Training Notes
Diffusers
Casings.
Function
The compressor supplies the compressed air required for
combustion.
Supercharged by the axial compressor, it ensures the second

stage of compression.
The centrifugal compressor ensures the main stage of

compression.
Position
- At the front of the module M03.
2D: To enhance performances and engine Time Between

Overhaul: new centrifugal compressor front cover equipped
with abradable deposit.
Compressor air flow
- Type: centrifugal
The air supplied by the axial compressor flows between the

blades of the centrifugal compressor. The air pressure increases
due to the divergent passage between the blades and the air
velocity increases due to the centrifugal flow.
- Air flow:
- Wheel made of titanium, cut from the solid.
Main components
Centrifugal wheel
Shaft
Bearing

The air leaves the tips of the blades at very high velocity and
then flows through the 1st stage diffuser vanes where the
velocity is transformed into pressure.
The air then passes through an elbow and the flow becomes
axial. In the 2nd stage diffuser, the velocity is again transformed
into pressure. The air is then admitted into the combustion
chamber.
3.8
ENGINE


PRESENTATION
Training Notes
ARRIEL 2B-2B1-2D
Air flow:
CASINGS
Rotation speed:
N1; ACW
DIFFUSERS
Wheel made of titanium,

cut from the solid
BEARING
COMPRESSION OF THE AIR

IN THE DIFFUSERS
ACCELERATION AND
COMPRESSION OF THE AIR
SUPERCHARGING BY
THE AXIAL COMPRESSOR
AIR ADMITTED INTO

THE COMBUSTION
CHAMBER
CENTRIFUGAL
WHEEL
SHAFT
PRESENTATION
3.9
ENGINE


Type:
Centrifugal
ARRIEL 2B-2B1-2D
Training Notes
COMBUSTION CHAMBER
- Primary air: one part flows through the orifices of the front
swirl plate.
Function
The combustion chamber forms an enclosure in which the air/
fuel mixture is burnt.
The primary air is mixed with the fuel sprayed by the injection
wheel. The combustion occurs between the two swirl plates.
The flame temperature reaches approximately 2500C
(4532F).
Position
- Central section of the gas generator.
- Secondary air: the secondary air (or dilution air) flows through
the orifices of the mixer unit. It is calibrated to obtain flame
stability, cooling of the gas, and distribution of temperature
on the turbine.
- Type: annular with centrifugal fuel injection

- Made of special alloy.
Main components
-
-
-
-
-
- Gas: the gas produced by the combustion is directed into

the turbine nozzle guide vane.
Outer part (front swirl plate and mixer unit)

Inner part (rear swirl plate and shroud)
Fuel injection system
Turbine casing
Combustion chamber drain valve.
- Drain: a combustion chamber drain valve, fitted on a flange

on the bottom of the turbine casing drains overboard any
residual fuel.
Operating parameters
Combustion chamber flow
In the combustion chamber, the compressed air is divided into
two flows: a primary air flow mixed with the fuel for combustion
and a secondary air flow (or dilution air flow) for cooling of the
gas.

A second part flows through the hollow vanes of the turbine

nozzle guide vane (cooling of the vanes) and through the
orifices of the rear swirl plate.
The fuel/air ratio for combustion (primary air) is approximately1/15;

the total fuel/air ratio is approximately 1/45.
The pressure drop in the combustion chamber is approx. 4%.
3.10
ENGINE


PRESENTATION
ARRIEL 2B-2B1-2D
Training Notes


Type:
Annular with centrifugal
fuel injection
Made of special alloy
OUTER PART
Front swirl
plate
Mixer unit
INNER PART
Rear swirl
plate
Shroud
COMPRESSED
AIR
Primary air (combustion)

Secondary air (dilution)
Gas
GAS FLOW TO THE
TURBINE
FUEL INJECTION
SYSTEM
Combustion chamber
drain valve
TURBINE
CASING
FUEL
INJECTION
COMBUSTION
(2500C / 4532F)
PRESENTATION
COMBUSTION CHAMBER
3.11
ENGINE
ARRIEL 2B-2B1-2D
Training Notes
GAS GENERATOR TURBINE

Function
The turbine extracts sufficient energy from the gas flow to drive
the compressors and the accessories.
Position
- At the rear of the gas generator.
- Type: axial, single stage
- Turbine inlet temperature:
2B-2B1: 1100C (2012F)
2D: 1125C (2057F)
The gas generator turbine transforms the gas energy into
mechanical power to drive the compressors and various
accessories.
2D: To enhance performance and Time Between Overhaul:
new blade material to resist to higher temperature and
turbine ring material change.
Turbine gas flow

The gas first flows through the nozzle guide vanes. The gas
velocity increases due to the convergent passage.
The flow on the blades results in aerodynamic forces whose

resultant causes the rotation of the wheel.
Main components
The gas, still containing energy, is directed to the power

turbine.
Wheel
Shafts
Bearing

3.12
ENGINE

Nozzle guide vane
Containment shield
Casing.
PRESENTATION
ARRIEL 2B-2B1-2D
Training Notes
Rotation
Turbine inlet temperature:

2B-2B1: 1100C (2012F)
2D: 1125C (2057F)
NOZZLE
GUIDE VANE
CONTAINMENT
SHIELD
Rotation speed:
N1; ACW
NOZZLE GUIDE VANE
(convergent passage)
Nozzle
guide vane
Turbine
wheel
GAS FROM
THE COMBUSTION
CHAMBER
WHEEL
COMPRESSOR
DRIVE
GAS TO THE
POWER TURBINE
BEARING
SHAFT
ROTATION OF THE
TURBINE WHEEL
CASING
PRESENTATION
GAS GENERATOR TURBINE

3.13
ENGINE


Type:
Axial, single stage
ARRIEL 2B-2B1-2D
Training Notes
POWER TURBINE
Function
The turbine extracts the energy from the gas to drive the power
shaft through the reduction gearbox.
Position
- Between the gas generator and the reduction gearbox.
It forms the module M04.
- Type: axial, single stage
- Rotation speed: N2; CW
Main components
Wheel
Shaft
Bearings
The power turbine transforms the gas energy into mechanical

power to drive the reduction gearbox.
The operation is characterised by the second phase of
expansion.
2D: The turbine shroud is fitted with abradable deposit to
reduce power turbine contacts. Blades on turbine wheels
and nozzle guide vanes have a new design.
Turbine flow
The gas supplied by the gas generator flows first through the
nozzle guide vane. In the power turbine nozzle guide vane, the
gas velocity increases due to the convergent passage.
The gas are directed onto the turbine wheel and the resultant
of the aerodynamic forces on the blades causes the wheel
to rotate. The gas are then expelled overboard through the
exhaust pipe.
Nozzle guide vane
Containment shield
2B-2B1: Casing
2D: Turbine shroud.

3.14
ENGINE


PRESENTATION
Training Notes
ARRIEL 2B-2B1-2D
WHEEL
BEARINGS
Type:
Axial, single stage
Rotation speed:
N2; CW
2B/2B1

NOZZLE
GUIDE VANE
SHAFT
CASING
Turbine
shroud
Containment
shield
2D
GAS FROM
THE GAS
GENERATOR
TURBINE
Rotation
Nozzle
guide vane
Turbine
wheel
GAS
EXHAUST
BEARING
SUPPORT
ROTATION OF
THE POWER
TURBINE
REDUCTION
GEARBOX
DRIVE
PRESENTATION
POWER TURBINE
3.15
ENGINE


NOZZLE
GUIDE VANE
ARRIEL 2B-2B1-2D
Training Notes
EXHAUST SYSTEM

The exhaust system continues the expansion phase and expels

the gas overboard.
The exhaust pipe, which has an elliptical outlet, is made from

stainless steel. It is bolted to the rear flange of the power turbine
casing with the containment shield.
Position
2D: The exhaust pipe is shorter to balance the longer power

turbine containment shield.
- Behind the power turbine, around the reduction gearbox.
A heat shield is fitted between the exhaust pipe and the reduction
gearbox to protect the gearbox from the exhaust heat.
The exhaust pipe has two drains at the bottom.
- Type: elliptical
2D: A drilled hole allows the air vent pipe passage.
- Non-modular part
Functionally it should be noted that the exhaust gas still contains

a certain amount of energy which produces a small residual
thrust.
- Gas temperature:
2B-2B1: 670C (1238F)
2D: 660C (1220F)
- Made of stainless steel.
Main components
- Exhaust pipe
- Heat shield.
Note: The exhaust pipe is considered to be an SRU (Shop
Replaceable Unit).
3.16
ENGINE

Function
ARRIEL 2B-2B1-2D
Training Notes
EXHAUST
PIPE
Type:
Elliptical
Reduction
gearbox
Non-modular part
Gas temperature:
2B-2B1: 670C (1238F)
2D: 660C (1220F)
HEAT
SHIELD
Made of stainless steel

2B/2B1
EXHAUST
GAS
HEAT
SHIELD
2D: Air vent
pipe passage
DRAIN
Pipe
passage
EXHAUST
PIPE
2D
GAS FROM THE

POWER TURBINE
EXHAUST SYSTEM
3.17
ENGINE


EXHAUST
PIPE
ARRIEL 2B-2B1-2D
Training Notes
REDUCTION GEARBOX
Main components
Function
- Drive gear
The reduction gearbox provides a reduced speed output and

transmits the drive forwards.
- Intermediate gear
Position
- A balance piston is fitted in front of the intermediate gear
- At the rear of the engine
- Fork shaped plate
- It forms the module M05.
- Casings.
- Type: 3 stage, helical gears
The reduction gearbox provides a forward output drive at a

reduced speed.
- Drive gear speed: N2

- Output gear speed:
2B-2B1: 5990 rpm
2D: 6000 rpm
- Gears made of steel.

- Output gear
The drive gear is directly driven by the power turbine shaft (muff
coupling drive). It transmits the movement to the intermediate
gear.
The intermediate gear drives the output gear which provides
the front power drive.
3.18
ENGINE


GENERAL
ARRIEL 2B-2B1-2D
Training Notes
DRIVE
GEAR
(N2)
MUFF
COUPLING
DRIVE
GEAR
N2
BALANCE
PISTON
INTERMEDIATE
GEAR
INTERMEDIATE
GEAR
Type:
3 stage, helical gears
Drive gear speed:
N2
OUTPUT
GEAR
MAGNETIC
CARBON SEAL
Output gear speed:

2B-2B1: 5990 rpm
2D: 6000 rpm
OUTPUT
GEAR
Gears made of steel

CASINGS
GENERAL
REDUCTION GEARBOX
3.19
ENGINE


FORK SHAPED
PLATE
ARRIEL 2B-2B1-2D
Training Notes
TRANSMISSION SHAFT AND ACCESSORY

GEARBOX
Position
Note 1: The alternator drive gear also includes a phonic wheel

for detection of the gas generator rotation speed.

GENERAL
Function
The shaft transmits the engine power at the front to the Helicopter
Main Gearbox and at the rear to the tail rotor gearbox.
The accessory gearbox provides the drive for the engine
accessories.
- Shaft beneath the engine

- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
- Type of gears: bevel and spur gears.
Main components
- Transmission shaft
- Power shaft
- 2B-2B1: Free wheel unit (1 bearing)

Note 2: The transmission shaft also includes a torquemeter.

Note 3: The free wheel unit and shaft assembly is supplied
by the aircraft manufacturer.
Driven accessories
- Starter-generator
- Oil pump unit
- LP and HP fuel pumps
- Alternator / Phonic wheel.
3.20
ENGINE

A free wheel is mounted between the transmission shaft and

the power shaft. The lubrication of the bearing is ensured by
the engine oil system.
- 2D: Free wheel unit (2 bearings: a ball bearing has been

added and the inner and outer diameters of the ball
bearings have been increased to improve the free wheels
behaviour).

The free wheel flange is attached by 6 screws
- Power drive
- Accessory gearbox
- Accessory drive shaft
- Engine front mounting flange
- Engine front support casing
- Module M05 mounting flange
- Protection tube.
ARRIEL 2B-2B1-2D
ACCESSORY
DRIVE SHAFT
CASINGS
ENGINE FRONT
SUPPORT CASING
TRANSMISSION
SHAFT
BEARING
MAGNETIC
CARBON SEAL
LUBRICATION
TUBE
FREE WHEEL
UNIT
DRIVE FOR
TAIL ROTOR
2B/2B1
POWER
DRIVE
POWER
SHAFT
FREE WHEEL
CASING
ACCESSORY
DRIVE SHAFT
PROTECTION
TUBE
PHONIC
WHEEL
STARTER-GENERATOR
DRIVE GEAR
(centrifugal breather)
2D
Type of gears:
Bevel and spur gears
OIL AND FUEL

PUMP DRIVE
GEAR
ALTERNATOR
DRIVE GEAR
GENERAL
TRANSMISSION SHAFT AND ACCESSORY GEARBOX

3.21
ENGINE


Training Notes
ARRIEL 2B-2B1-2D
Training Notes
Note 1: Fuel pump drive
SEALING OF DRIVES
Sealing of the various drives is ensured by seals fitted either

in the support casing or in the accessory.
Note 2: Alternator drive
Main power drive

Sealing is ensured by a magnetic carbon seal fitted in the
accessory gearbox front casing.
Seals fitted in the fuel pump casing.
No seal on the drive shaft. The alternator cover is

sealed by an O'ring on the mounting flange.
Note 3: Oil pump drive

No seal on the drive shaft. An O'ring is fitted on the

mounting flange.
Tail rotor drive

Sealing is ensured by a magnetic carbon seal fitted in the
reduction gearbox rear casing.
Starter-generator drive
A magnetic carbon seal is fitted in a support on the gearbox
front casing.
Centrifugal breather gear (rear half of the

starter-generator gear)
Sealed by a magnetic carbon seal mounted in a support on the
rear face of the gearbox.

3.22
ENGINE



GEARBOX
Training Notes
ARRIEL 2B-2B1-2D
Reduction gearbox
rear casing
Seal carrier
plate
Output gear and

tail rotor drive
MAGNETIC
CARBON SEAL
Seal carrier
plate
Accessory gearbox
rear casing
Seal carrier
plate
STARTER-GENERATOR
DRIVE MAGNETIC
CARBON SEAL
CENTRIFUGAL
BREATHER MAGNETIC
CARBON SEAL
TAIL ROTOR DRIVE
STARTER-GENERATOR DRIVE
AND CENTRIFUGAL BREATHER GEAR
Seal carrier
plate
Shaft and
drive flange
Accessory gearbox
front casing
MAGNETIC
CARBON SEAL
MAIN POWER
DRIVE
SEALING OF DRIVES

3.23
ENGINE


Accessory gearbox
front casing
ARRIEL 2B-2B1-2D
Training Notes

GEARBOX
The operation is considered during engine starting and in
normal running.
Operation during engine starting
Note: In the event of autorotation, the free wheel unit

disengages the power shaft.
During starting, the starter motor drives the accessory gearbox

and thus the gas generator rotating assembly.
The compressor supplies air to the combustion chamber and
the starting sequence continues.
Operation in normal running

2B-2B1: at self-sustaining speed or 2D: at the end of the
starting sequence, the electrical supply to the starter motor is
automatically cut. The starter motor is then mechanically driven
by the engine and operates as a generator to provide DC current
to the aircraft electrical system.
The gas generator drives the accessory gear train through
the bevel gear located between the axial compressor and the
centrifugal compressor.
The following accessories are driven:
- Starter-generator
- Fuel pumps
- Oil pumps
- Alternator / phonic wheel.

3.24
ENGINE


OPERATION
The transmission shaft drives the output shaft through the free
wheel unit
Training Notes
DRIVE OF THE
GAS GENERATOR
(through the
accessory gearbox)
DRIVE OF THE
ACCESSORIES
(by the gas generator)
FWD
FWD
DC GENERATOR
STARTER
(electric motor)
Transmission
shaft
ACCESSORIES
(fuel pumps,
oil pumps, alternator,
phonic wheel)
Free wheel
unit
ENGINE STARTING
Power
shaft
NORMAL RUNNING
(2B-2B1: N1 SELF-SUSTAINING SPEED)
(2D: AT THE END OF THE STARTING SEQUENCE)
OPERATION

3.25
ENGINE


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
ENGINE - OPERATION

Expansion
Compression
During this phase the pressure and temperature of the gas

drop, whilst the velocity increases.
The ambient air is compressed by an axial supercharging

compressor and a centrifugal compressor.
The gas expands in the gas generator turbine which extracts the
energy required to drive the compressors and accessories
This phase is essentially characterised by the air flow (2B2B1: approx. 2.5 kg/s; 5.5 lb/sec.; 2D: approx. 2.71 kg/s;
5.9lb/sec.) the temperature increase and the compression ratio
(2B-2B1: approx. 8.2; 2D: approx. 8.5).
There is a further expansion in the power turbine which extracts

most of the remaining energy to drive the output shaft
Combustion
The compressed air is admitted into the combustion chamber,
mixed with the fuel and burnt in a continuous process.
After the power turbine the gas is discharged overboard via the
exhaust pipe, giving a slight residual thrust.
Power transmission
The power is transmitted forward by a reduction gearbox and
an external shaft.
The air is divided into two flows:

- A primary flow for combustion
- A secondary flow for cooling the gas.
This phase is essentially characterised by the temperature rise
(flame temperature approx. 2500C; 4532F) and a pressure
drop of about 4%.

Note:

The engine reference stations are:

0 - Ambient air
1 - Air intake
2 - Axial compressor inlet
2.4 - Centrifugal compressor inlet
3 - Centrifugal compressor outlet
4 - Turbine inlet
4.5 - Gas generator turbine outlet
5 - Power turbine outlet.
3.26
ENGINE

The process comprises compression, combustion, expansion

and the transmission of the power.
Training Notes
ARRIEL 2B-2B1-2D
Gas
Secondary air
Residual
thrust
AIRFLOW
2B-2B1: 2.5 kg/s (5.5 lb/s)
2D: 2.71 kg/s (5.9 lb/s)
Exhaust
52110 rpm
(100%)
Fuel
1
2.4
# 2B-2B1 variants
2D variant
101,3
P kPa (14.7)
(PSI)
TC
(F) 15 (59)
2500
(4532)
# 1100 (2012)
1125 (2057)
# 820 (118.9)
850 (123.2)
# 160 (23.2)
156 (22.6)
4.5
2B-2B1: 39095 rpm (100%)

2D: 39158 rpm (100%)
# 800 (116)
820 (118.9)
# 335 (635)
307 (584.6)
# 850 (1562)
880 (1616)
# 300 (43.5)
306 (44.3)
# 65 (149)
60 (140)
# 670 (15.7)
660 (16)
# 108 (15.7)
111 (16)
Compressors
AIR INLET
Combustion
chamber
COMPRESSION
COMBUSTION
Turbines
Exhaust
Values given
for information at a
given reference rating:
MTOP, ISA conditions
EXPANSION
ENGINE - OPERATION
POWER TRANSMISSION
(power transmitted forward
by a reduction gearbox
and an external shaft)
3.27
ENGINE


Primary air
ARRIEL 2B-2B1-2D
Training Notes
ENGINE - 1ST LINE MAINTENANCE

PREVENTIVE MAINTENANCE (2B-2B1)
List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Mandatory maintenance tasks

List of maintenance tasks to performed to meet the Airworthiness
objectives.
Required maintenance tasks

List of maintenance tasks considered by the manufacturer as
having to be carried out, although they do not directly affect
flight safety.
Recommended maintenance tasks

List of maintenance tasks that are advised by the engine
manufacturer in order to improve reliability, increase availability
and reduce the operating cost of the engine.

3.28
ENGINE

Note: Before carrying out any maintenance tasks, remember to

refer to the latest Service Bulletins and Service Letters.
Refer to Maintenance Manual (chapter 05).
Training Notes
ARRIEL 2B-2B1-2D
SERVICING INSPECTIONS
REQUIRED MAINTENANCE TASKS
AFTER 15 FLIGHT HOURS OR 7 DAYS

- Check the engine
make sure that the gas generator rotating assembly
rotates freely during cranking (listen for abnormal
noises)
make sure that the power turbine rotates freely by hand
(listen for abnormal noises)
examine the engine for condition
Inspection
Chap. 72
- Gas generator turbine blades
Inspection
Chap. 72
- Pre TU 057 - Sleeve coupling between power
turbine and reduction gearbox
Inspection
Chap. 72
Note: Do not carry out this inspection if SOAP is
performed on the engine every 50 hours
- Exhaust pipe
Inspection
Chap. 72
RECOMMENDED MAINTENANCE TASKS
- Cleaning, rinsing, washing and engine
protection
Frequency
- Axial compressor
Inspection of the blades
Inspection of the erosion
Inspection of the compressor casing
Chap. 71
Chap. 72
Chap. 72
Chap. 72
Before
carrying out any
maintenance tasks, remember
to refer to the latest Service
Bulletins and Service
Letters.

3.29
ENGINE


ARRIEL 2B-2B1-2D
Training Notes

PREVENTIVE MAINTENANCE (2D)

objectives.

flight safety.


3.30
ENGINE


Training Notes
ARRIEL 2B-2B1-2D
MANDATORY MAINTENANCE TASKS

REQUIRED
- Check the engine
make sure that the gas generator rotating assembly
rotates freely during cranking (listen for abnormal
noises)
make sure that the power turbine rotates freely by hand
(listen for abnormal noises)
Borescope inspection
Chap. 72

- Axial compressor
Erosion check
Chap. 72
Note: If engine used in sandy atmosphere: task to be
carried out every 300 hours 10 hours
- Exhaust pipe
Inspection
Chap. 72
Before
carrying out any
Letters.

3.31
ENGINE


ARRIEL 2B-2B1-2D
Training Notes

List of maintenance tasks to be carried out when required (in
the event of an operating anomaly).




3.32
ENGINE
ARRIEL 2B-2B1-2D
Training Notes


(non exhaustive list)
- Seal of the breather cover

Removal / installation
Chap. 72
- Seal of the Dynastart adapter

Chap. 72
- Seal of the drive shaft with tool

8813734000
Replacement
Chap. 72
- Seal of the drive shaft with tool

TM0357G004
Replacement
Chap. 72
- Seal of the single engine output shaft

Replacement
Chap. 83
Before
carrying out any
Letters.

3.33
ENGINE


ARRIEL 2B-2B1-2D
Training Notes


4 - OIL SYSTEM
- Oil system presentation (79-00-00) ..................................................... 4.2
- Oil tank - Oil cooler - Oil pressure transmitter ................................... 4.8
- Oil pumps (79-24-00) ............................................................................. 4.10
- Oil filter and heat exchanger (72-61-00) .............................................. 4.12
- 2B-2B1: Oil filter pre-blockage indicator (72-61-00) .......................... 4.18
- 2D: Oil pressure and temperature transmitters.................................. 4.20
- 2B-2B1: Low oil pressure switch (79-31-00) ....................................... 4.22
- Mechanical magnetic plugs (72-15-00) and (72-61-00) ...................... 4.24
- Scavenge strainers (72-61-00) ............................................................. 4.26
- Oil valve assembly (79-25-00) .............................................................. 4.28
- Electrical magnetic plug (79-38-00) ..................................................... 4.30
- Centrifugal breather (79-00-00) ............................................................ 4.32
- Oil system - Operation (79-00-00)........................................................ 4.34
- External oil pipes (79-29-00) ................................................................ 4.36
- Oil system - 1st line maintenance....................................................... 4.38 - 4.43
4.1
OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
OIL SYSTEM PRESENTATION

Lubrication requirements
Function
Lubrication is required for the following components:
The oil system ensures lubrication and cooling of the engine.
- Gas generator bearings

- Power turbine bearings
Position
All the components are fitted on the engine except the tank
and cooler.
- Reduction gearbox
- Accessory gearbox.
Sealing
- System type: variable pressure, full flow, dry sump, synthetic

oil
The three gas generator bearings and the power turbine front
bearing are sealed by pressurised labyrinth seals with abradable
coatings.
- Max. oil temperature:

2B-2B1: 115C (239F)
2D: 117C (242F)
- Low oil pressure: 130 kPa (18.85 PSIG)
- 2D: The minimum oil pressure is calculated by the EECU
as a function of N1
- Max. oil pressure: 980 kPa (142.1 PSIG)
- Max. oil consumption: 0.2 l/h.

4.2
OIL SYSTEM


GENERAL
Training Notes
ARRIEL 2B-2B1-2D
GAS GENERATOR
ENGINE
LUBRICATION
POWER TURBINE
Rear
bearing
Front
bearings
Front
bearing
Rear
bearing
ENGINE
COOLING
System type:
Variable pressure, full flow,
dry sump, synthetic oil
Max. oil temperature:
2B-2B1: 115C (239F)
2D: 117C (242F)
Low oil pressure:
130 kPa (18.85 PSIG)
2D: The minimum oil pressure
is calculated by the EECU
as a function of N1
Max. oil pressure:
980 kPa (142.1 PSIG)
Bearings
Gears
Bearings
ACCESSORY GEARBOX
Gears
REDUCTION GEARBOX
Sealing:
The three gas generator bearings bearings are sealed
Gas generator and power turbine and the power
turbine front bearing are sealed by pressurised
by pressurised labyrinths, which are provided with
labyrinth seals with abradable coatings.
abradable deposits.
Max. oil consumption:

0.2 l/h
GENERAL

4.3
OIL SYSTEM


OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

The system contains all the components necessary for engine
lubrication.
Oil tank
The oil tank contains the volume of oil required to lubricate the
engine. It is supplied by the aircraft manufacturer.
Oil pumps
The oil pump unit contains one pressure pump and three
scavenge pumps. The gerotor type pumps are driven by the
accessory gearbox. The pressure pump is equipped with a
pressure relief valve.
Scavenge strainers
The scavenge strainers protect the scavenge pumps from
debris in the system.
Magnetic plugs
Mechanical magnetic plugs are fitted upstream of the scavenge
pumps. An electrical magnetic plug is fitted at the scavenge
outlet.
Oil cooler
The air cooled oil cooler cools the oil (aircraft manufacturer's
supply).
Oil valve assembly
Centrifugal breather
The oil valve assembly houses a check valve, an electrical

magnetic plug and the strainer for the gas generator rear
bearing.
The centrifugal breather separates the oil from the air/oil mist
and vents the system.
Oil filter
Indicating devices
- Oil temperature probe (aircraft manufacturer's supply)
The oil filter retains any particles which may be present in the oil.
It is provided with a by-pass valve and a pre-blockage indicator.
It also forms a heat exchanger with the fuel system.
- Low oil pressure switch

- Oil pressure transmitter (aircraft manufacturer's supply)
- Electrical magnetic plug.

4.4
OIL SYSTEM


DESCRIPTION (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
CENTRIFUGAL
BREATHER
ENGINE
Low oil
pressure switch
Oil pressure
transmitter

AIRFRAME
Pre-blockage
indicator
Oil temperature
probe
Fuel/oil heat
exchanger
OIL
Pressure
FILTER
relief valve
OIL TANK
OIL COOLER
PRESSURE
PUMP
Check
valve
Electrical
magnetic plug
Indication
Mechanical
magnetic
plug
By-pass
valve
OIL VALVE
ASSEMBLY
SCAVENGE
PUMPS
Mechanical
magnetic
plug
SCAVENGE
STRAINERS
RESTRICTORS

4.5
OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

The system contains all the components necessary for engine
lubrication.
Oil tank
The oil tank contains the volume of oil required to lubricate the
engine. It is vented by a pipe connected into the exhaust. It is
supplied by the aircraft manufacturer.
Oil pumps
The oil pump unit contains one pressure pump and three
scavenge pumps. The gerotor type pumps are driven by the
accessory gearbox. The pressure pump is equipped with a
pressure relief valve.
Scavenge strainers
The scavenge strainers protect the scavenge pumps from
debris in the system.
Magnetic plugs
Mechanical magnetic plugs are fitted upstream of the scavenge
pumps. An electrical magnetic plug is fitted at the scavenge
outlet.
Oil cooler
The air cooled oil cooler cools the oil (aircraft manufacturer's
supply).
Oil valve assembly
Centrifugal breather
The oil valve assembly houses a check valve, an electrical

magnetic plug and the strainer for the gas generator rear
bearing.
and vents the system through the exhaust pipe.
Indicating devices
Oil filter
The oil filter retains any particles which may be present in
the oil. It is provided with and a by-pass valve. It also forms a
heat exchanger with the fuel system. The filter pre-blockage is
monitored by the EECU.

- Oil pressure transmitter upstream the oil filter

- Oil pressure and temperature transmitter downstream the oil
filter
- Electrical magnetic plug.
4.6
OIL SYSTEM


DESCRIPTION (2D)
Training Notes
ARRIEL 2B-2B1-2D
CENTRIFUGAL
BREATHER
ENGINE
Oil pressure
transmitter


AIRFRAME
Oil pressure
and temperature
transmitter
OIL
FILTER
Pressure
relief valve
OIL TANK
OIL COOLER
PRESSURE
PUMP
Check
valve
Electrical
magnetic plug
Indication
By-pass
valve
OIL VALVE
ASSEMBLY
Fuel/oil heat
exchanger
Mechanical
magnetic
plug
SCAVENGE
PUMPS
Mechanical
magnetic
plug
SCAVENGE
STRAINERS
RESTRICTORS
DESCRIPTION (2D)

4.7
OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
OIL TANK - OIL COOLER - OIL PRESSURE

TRANSMITTER
- Type: air/oil cooler

- Differential and thermostatic by-pass valve.
Function
The tank contains the oil required for engine lubrication.
2B-2B1: Oil pressure transmitter
Position
Function
- In the system: between the oil cooler and the pressure

pump
- On the aircraft: it is installed on the decking beside the
MGB.
Main components
-
-
-
-
-
Filler cap
Level sight glass
Drain plug
Unions (supply, return and vent).
2B-2B1: One temperature probe.
The transmitter provides a signal of oil pressure.
Position
- In the system: in the supply system, downstream of the filter
after the restrictor.
- On the engine: mounted on the filter base.
- Type: resistive
- Output signal: voltage proportional to the oil pressure
- Cockpit indication.
Oil cooler
Function
The oil cooler cools the oil after it has passed through the
engine.
Note: All these components are aircraft manufacturer's supplies.

Refer to aircraft manufacturer documentation.
Position
- In the system: between the scavenge pumps and the tank
- On the aircraft: it is installed in front of the main gearbox.
4.8
OIL SYSTEM


Oil tank
Training Notes
Aircraft manufacturers
supply. For further details,
refer to the aircraft
documentarion.
AIRFRAME
OIL
TANK
2B-2B1:
Temperature
probe
2B-2B1: OIL PRESSURE TRANSMITTER
ENGINE
Filter
unit
Oil
pressure
Electrical
signal to the
cockpit
Pump
unit
OIL
COOLER
OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER

4.9
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
OIL PUMPS
Operation
Function
Pressure relief valve operation
The pumps ensure oil circulation.
If the oil pressure exceeds the valve setting the valve opens
and allows the oil to return to the pump inlet.
Position
In normal operation the valve is closed and only opens

in exceptional circumstances, e.g. starting with very low
temperature.
- In the system: on engine oil system inlet and outlet

- On the engine: the pump unit is mounted by bolts on the rear
face of the accessory gearbox.
- Type: gerotor
- Quantity: 4
- Pressure relief valve setting: 1500 kPa (217.5 PSI).
Description
The pump unit comprises a body containing four pumps (one
pressure pump with a pressure relief valve and three scavenge
pumps).
The four pumps are driven by means of a common shaft
connected to the accessory drive (N1 drive).

4.10
OIL SYSTEM


PRESENTATION
Training Notes
ARRIEL 2B-2B1-2D
PRESSURE
PUMP
Quantity:
4
From
oil tank
Pressure relief
valve setting:
1500 kPa (217.5 PSI)
Pressure relief
valve
To oil
filter
To
oil cooler
DRIVE
SHAFT
N1
From engine
SCAVENGE
PUMPS
Valve
closed
Normal running condition
Valve
open
PUMP
UNIT
Overpressure
PRESENTATION
OIL PUMPS

4.11
OIL SYSTEM


Type:
Gerotor
ARRIEL 2B-2B1-2D
Training Notes
OIL FILTER AND HEAT EXCHANGER

Main components
Function
- Oil filter
The filter retains particles that may be in the oil. The filter housing
forms a fuel/oil heat exchanger.
- Filter cover
Position
- 2B-2B1: Visual pre-blockage indicator
- In the system: downstream of the pressure pump
- 2B-2B1: Low oil pressure switch
- On the engine: on the left rear face of the accessory

gearbox.
- Oil pressure transmitter
- Fuel/oil heat exchanger
- 2D: Oil pressure and temperature transmitter
- 2D: Oil filter mounting base
- Type: fibreglass cartridge
- Outlet unions.
- Filtering ability: 20 microns

- 2B-2B1: Mechanical pre-blockage indicator setting:
P250kPa (36.2PSID)
- 2D: Pre-blockage monitoring by the EECU
Note: 2D: The oil filter body is the same as the 2B-2B1 versions
but the low pressure switch and pressure transmitter
supports are closed with obturators.
- By-pass valve setting: P 563 kPa (81.6 PSID).

4.12
OIL SYSTEM


GENERAL
Training Notes
ARRIEL 2B-2B1-2D
From
oil tank
To
lubrication
Pressure
pump
Heat
exchanger
OIL
FILTER
OIL FILTER
AND HEAT
EXCHANGER
Supply union
(compressor bearing
lubrication)
2D: FILTER
COVER
2B-2B1: Oil pressure

transmitter support
Oil filter
body
2B-2B1: Low oil

pressure switch
support
Type:
Fibreglass cartridge
Supply union
(rear bearing
lubrication)
Filtering ability:
20 microns
2B-2B1: Mechanical pre-blockage indicator
setting:
P 250 kPa (36.2 PSID)
2D: Pre-blockage monitoring by the EECU
By-pass valve setting:
P 563 kPa (81.6 PSID)
2B-2B1: VISUAL
PRE-BLOCKAGE
INDICATOR
Fuel inlet
(fuel/oil heat
exchanger)
2D: Oil filter

mounting
base
2D: Oil pressure
transmitter
support
2D: Oil pressure

and temperature
transmitter support
Fuel outlet
(fuel/oil heat
exchanger)
GENERAL

4.13
OIL SYSTEM


2B-2B1: FILTER
COVER
ARRIEL 2B-2B1-2D
Training Notes
Description
Operation
The main components of the filtering unit are the following:
Normal operation (filtering)
- Filter body
- Filter cover (screwed onto the filter body)
The oil supplied by the pressure pump passes through the

filter from outside to inside. The filtered oil then passes to the
engine for lubrication.
- Fuel/oil heat exchanger fitted with walls which permit fuel

flow around the oil filter casing
The oil is also used to heat the fuel through the heat exchanger
as the fuel flows around the oil filter.
- Fibreglass cartridge (filtering element)
Pre-blockage
- Spring
If the filter begins to become blocked the pressure difference

across the filter increases. At a given pressure difference, a
red mechanical indicator pops out. The oil continues to flow
through the filter.
- By-pass valve (fitted inside the filter body)

- Pre-blockage indicator.
Blockage
The filter base incorporates:

- Mounting points for the following:
Low oil pressure switch
Oil pressure transmitter
Oil outlet unions (compressor bearing lubrication and rear
bearing lubrication)
Fuel inlet and outlet unions.
If the pressure difference exceeds a given value, the by-pass

valve opens and unfiltered oil passes to the system.
O'ring seals ensure the oil filter sealing.

4.14
OIL SYSTEM


DESCRIPTION - OPERATION (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
Fuel inlet - outlet

(fuel/oil heat exchanger)
FILTER
COVER
FILTERING
(20 microns)
FUEL/OIL HEAT
EXCHANGER


PRE-BLOCKAGE
INDICATOR
FILTERING
ELEMENT
Fuel inlet
(fuel/oil heat
exchanger)
NORMAL OPERATION
SPRING
PRE-BLOCKAGE
INDICATION
Fuel outlet
(fuel/oil heat
exchanger)
BY-PASS VALVE
(fitted inside the
filter housing)
FILTER
BODY
PRE-BLOCKAGE
Oil
inlet
Oil
outlet
OPENING OF THE
BY-PASS VALVE
BLOCKAGE
DESCRIPTION - OPERATION (2B-2B1)

4.15
OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

Operation
Description
Normal operation (filtering)
The main components of the filtering unit are the following:
The oil supplied by the pressure pump passes through the

filter from outside to inside. The filtered oil then passes to the
engine for lubrication.
- Filter body
- Oil filter mounting base
The oil is also used to heat the fuel through the heat exchanger
as the fuel flows around the oil filter.
- Filter cover (screwed onto the filter body)

- Fuel/oil heat exchanger fitted with walls which permit fuel
flow around the oil filter casing
- Fibreglass cartridge (filtering element)
- Spring
- By-pass valve (fitted inside the filter body)
The filter base incorporates mounting points for the following:
- Oil outlet unions (compressor bearing lubrication and rear
bearing lubrication)
- Fuel inlet and outlet unions.
The oil filter mounting base incorporates the oil pressure
transmitter and the oil pressure and temperature transmitter
mounting points.
O'ring seals ensure the oil filter sealing.

Pre-blockage
If the filter begins to become blocked the pressure difference
across the filter increases. The two oil pressure transmitters
provide the EECU with pressure information. If the pressure
difference between the two measurements is higher than a given
value, the EECU detects oil filter pre-blockage. This detection
depends on N1 speed and temperature. The oil continues to
flow through the filter.
Note: The oil filter pre-blockage indication is not given in
flight. It is displayed on the VEMD "FAILURE" page
(maintenance mode) when the engine is shut-down.
Blockage
If the pressure difference between both sides of the filter cartridge
exceeds a given value, the by-pass valve opens and unfiltered
oil passes to the system.
4.16
OIL SYSTEM

DESCRIPTION - OPERATION (2D)
Training Notes
FUEL/OIL HEAT
EXCHANGER
EECU
FILTER
COVER
FILTERING
ELEMENT
Filtering
(20 microns)
Fuel inlet
(fuel/oil heat
exchanger)
Pre-blockage
indication upon
engine shut-down
(cockpit/VEMD)
Fuel outlet
(fuel/oil heat
exchanger)
SPRING
OIL FILTER
MOUNTING
BASE
To oil
pressure
transmitter
NORMAL
OPERATION
Pre-blockage
indication upon
engine shut-down
(cockpit/VEMD)
Oil
inlet
Oil
outlet
To oil pressure
and temperature
transmitter
EECU
Operation of the
pressure and
temperature
transmitter
EECU
Operation of the
pressure
transmitter
Onset of filter
clogging
Clogged
filter
Opening of the
by-pass valve
BLOCKAGE
PRE-BLOCKAGE
Note: The oil filter pre-blockage

indication is not given in
flight. It is displayed on the
VEMD "FAILURE" page
(maintenance mode) when
the engine is shut-down
DESCRIPTION - OPERATION (2D)

4.17
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
OIL FILTER PRE-BLOCKAGE INDICATOR

(2B-2B1)
Operation
Normal condition
The indicator detects the onset of filter blockage.
- In the system: between inlet and outlet of the oil filter
Filter downstream pressure plus spring pressure is greater

than upstream pressure. The two pistons are held together by
magnetic force. The indicator is not visible.
- On the engine: on the filter housing cover.
Pre-blockage condition
Position
Filter upstream pressure exceeds downstream plus spring

pressure and the P piston displaces.
- Type: differential
- Setting: P 250 kPa (36.2 PSID).
This breaks the magnetic hold and the indicator piston is pushed
out by its spring. The indicator is visible.
Description
The oil filter pre-blockage indicator comprises the following
parts:
- Indicator body including:
Filter upstream pressure inlet
Filter downstream pressure inlet
The bi-metallic thermal lock ensures that the indicator doesn't

operate when a large P is caused by low temperature (locked
below 50C (122F)).
The indicator is re-armed by pushing in the indicator.
- Red indicator piston

- P piston
- Transparent cover
- Thermal lock
- O'ring seals.

4.18
OIL SYSTEM


Function
Training Notes
< 50C (122F)
> 50C (122F)
Red indicator "out"
Thermal lock operation
Type:
Differential
Filter upstream
pressure
Setting:
P 250 kPa (36.2 PSID)
P
piston
OIL FILTER
PRE-BLOCKAGE
INDICATOR
Filter
cover
Filter upstream
pressure
Filter downstream
pressure
Filter downstream
pressure
NORMAL CONDITION
PRE-BLOCKAGE CONDITION
RED
INDICATOR
PISTON
Oil
filter
TRANSPARENT
COVER
Pressure
pump
Oil
filter
From oil
tank
OIL FILTER PRE-BLOCKAGE INDICATOR (2B-2B1)

OIL FILTER
PRE-BLOCKAGE
INDICATOR
To
lubrication
4.19
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
Description
Function
Each oil pressure transmitter includes:
The oil pressure and temperature transmitters provide signals

of oil filter upstream and downstream pressures and an oil
temperature signal to the EECU.
- An electrical connector
- A resistor bridge printed on a flexible support

- A mounting flange bolted onto the oil filter mounting base.
The pressure and temperature transmitter also includes a
platinum wire resistor.
Position
- In the system: upstream and downstream of the oil filter
- On the engine: on the oil filter mounting base.
Operation
The EECU supplies each transmitter with a constant reference
input voltage. Any change of oil pressure causes the deformation
of the support and the resistor bridge outputs to the EECU a
voltage proportional to the oil pressure.
Pressure transmitter
The EECU also provides the oil temperature transmitter with a

constant current, the transmitter outputs a signal proportional
to the oil temperature.
- Type: resistive
- Output signal:
Electrical voltage proportional to the oil pressure.
Pressure and temperature transmitter
Indication
- Type: resistive and platinum probe
The two pressure and temperature signals are used by the

EECU:
- Output signals:
- To monitor the oil filter and provide pre-blockage indications
Electrical voltage proportional to the oil pressure
- To detect and indicate the low oil pressure in the system
Electrical current proportional to the oil temperature.
- To monitor and indicate the oil temperature at the engine

entry.

4.20
OIL SYSTEM


OIL PRESSURE AND TEMPERATURE

TRANSMITTERS (2D)
Training Notes
OIL PRESSURE
TRANSMITTER
Cockpit
indication
(oil pressure,
filter situation)
OIL PRESSURE
AND TEMPERATURE
TRANSMITTER
EECU
To
lubrication
system
Low
pressure
Oil
filter
OIL PRESSURE TRANSMITTER

Type:
Resistive
Output signal:
Electrical voltage proportional
to the oil pressure
OIL PRESSURE AND
TEMPERATURE TRANSMITTER
Type:
Resistive and platinum probe
Output signals:
- Electrical voltage proportional
to the oil pressure
- Electrical current proportional
to the oil temperature
Oil filter
mounting
base
Oil
pressure
Oil
pressure
Electrical
connector
OIL PRESSURE
TRANSMITTER
OIL PRESSURE
AND TEMPERATURE
TRANSMITTER
OIL PRESSURE AND TEMPERATURE TRANSMITTERS (2D)

Electrical
connector
4.21
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
LOW OIL PRESSURE SWITCH (2B-2B1)

Operation
The low oil pressure switch provides cockpit indication of low

oil pressure.
Normal running
Position
The microswitch is open. The low oil pressure indication on the

instrument panel is off.
Low Pressure
- In the system: downstream of the filter
If the oil pressure becomes lower than the microswitch setting,

the electrical contact closes and supplies the low oil pressure
indication on the instrument panel.
- On the engine: mounted on the filter base.
- Type: diaphragm
- Setting: 130 kPa (18.9 PSI)
Description
The pressure switch comprises the following components: a
mounting flange and an electrical connector (connection with
the instrument panel).
The pressure switch is secured by means of screws onto the
filter base.
One O'ring seal ensures the sealing between the pressure
switch and the filter base.
4.22
OIL SYSTEM

Function
ARRIEL 2B-2B1-2D
Training Notes
LOW OIL PRESSURE

SWITCH


Oil
pressure
ELECTRICAL
CONNECTOR
LOW OIL PRESSURE

SWITCH
Type:
Diaphragm
Setting:
130 kPa (18.9 PSI)
Cockpit indication
LOW OIL PRESSURE
SWITCH
LOW OIL PRESSURE SWITCH (2B-2B1)

From filter
(pressure pump)
4.23
OIL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
MECHANICAL MAGNETIC PLUGS

Description
The magnetic plugs retain magnetic particles which may be

in the oil.
The magnetic plug includes: a magnet, O'ring seals and locking

pins.
Position
The magnetic plug is installed in a self-sealing housing (valve,

spring).
- In the system:
One on the reduction gearbox scavenge line
One on the accessory gearbox scavenge line
- On the engine:
One at the bottom of the reduction gearbox
One at the bottom of the accessory gearbox.
Operation
The magnetic plug retains magnetic particles which may be
present in the oil scavenge system.
- Type: single magnetic probe. Self-sealing housing
- Quantity: 2

4.24
OIL SYSTEM

Function
ARRIEL 2B-2B1-2D
Training Notes
Oil
SELF-SEALING
HOUSING
VALVE
Type:
Single magnetic probe
Self-sealing housing
MECHANICAL
MAGNETIC PLUG
(2B-2B1: POST TU 068 / TU 069;
2D: STANDARD)
Quantity:
2
SPRING
NORMAL POSITION
MECHANICAL
MAGNETIC
PLUG
MECHANICAL
MAGNETIC
PLUGS
To scavenge
pumps
MECHANICAL MAGNETIC PLUGS

REMOVED POSITION
MECHANICAL
MAGNETIC
PLUG
4.25
OIL SYSTEM


MAGNETS
ARRIEL 2B-2B1-2D
Training Notes
SCAVENGE STRAINERS

Description
The strainers protect the scavenge pumps against large particles

which might be in the oil.
Each strainer includes the following components: a wide mesh

filter and an O'ring seal.
Position
Operation
- In the system:
One strainer is fitted in each scavenge line upstream of
the scavenge pump
A strainer is a wide-mesh filter which retains any large particles

which may be present in the oil in order to protect the scavenge
pumps.
- On the engine:
Two different strainers are located on the accessory
gearbox casing:
- one on the reduction gearbox scavenge line
- one on the accessory gearbox scavenge line
One strainer is located on the oil valve assembly (gas
generator rear bearing scavenge).
Note 1: The electrical magnetic plug, mounted on the oil valve

assembly, is fitted with its own strainer.
Note 2: The reduction gearbox and accessory gearbox
strainers are not interchangeable and must be
fitted in the correct location.
- Type: wide-mesh filter
- Quantity: 3

4.26
OIL SYSTEM

Function
Training Notes
Oil valve
assembly
Type:
Wide-mesh filter
WIDE-MESH
FILTER
Quantity:
3
GAS GENERATOR
REAR BEARING
SCAVENGE
STRAINER
REDUCTION
GEARBOX
SCAVENGE
STRAINER
To oil
cooler
From
engine
Scavenge
pumps
To scavenge
pumps
ACCESSORY
GEARBOX
SCAVENGE
STRAINER
Note:
SCAVENGE STRAINERS
The reduction gearbox and accessory

gearbox strainers are not interchangeable
and must be fitted in the correct location.
4.27
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
OIL VALVE ASSEMBLY

Description
The assembly houses a check valve, an electrical magnetic

plug and the strainer for the gas generator rear bearing.
The oil valve assembly comprises:
The check valve prevents oil flow from the cooler to the engine
when the pressure is very low (engine stopped).
The electrical magnetic plug collects ferrous particles which
may be in the oil.
Position
- On the engine: on the rear face of the accessory gearbox.
- Check valve setting: 15 kPa (2.17 PSI).

- An electrical magnetic plug and strainer

- A scavenge strainer for the gas generator rear bearing.
Check valve operation

Engine running
- In the system: downstream of the scavenge pumps
- A check valve
The outlet pressure of the scavenge pumps pushes the valve,

compressing the spring thus allowing flow to the cooler.
Engine shut-down
The scavenge pump outlet pressure is very low or zero.
Spring pressure closes the valve and prevents any flow from
the cooler into the engine.
4.28
OIL SYSTEM

Function
Training Notes
ARRIEL 2B-2B1-2D
OIL VALVE
ASSEMBLY
ELECTRICAL
MAGNETIC PLUG
AND STRAINER

Oil outlet union

(to oil cooler)
Check valve
setting:
15 kPa (2.17 PSI)
SCAVENGE STRAINER
(for the gas generator rear bearing)
Valve
open
CHECK
VALVE
Valve
closed
To
oil cooler
OIL VALVE
ASSEMBLY
Indication
Engine running
OIL VALVE ASSEMBLY

Indication
Engine shut-down
4.29
OIL SYSTEM

Mounting
flange
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL MAGNETIC PLUG
The electrical magnetic plug provides a cockpit indication of

magnetic particles in the oil system.
Position
The plug is fitted into a housing which is provided with a strainer

and a self-sealing housing. A bayonet type locking pin system
ensures the locking of the electrical magnetic plug.
The housings are bolted onto the oil valve assembly, where the
scavenge oil can flow around the magnetic probe.
Operation
- In the system: downstream of the scavenge pumps
The magnetic probe attracts magnetic particles present in the

oil.
- On the engine: mounted on the oil valve assembly.
If it attracts sufficient particles to form a bridge across the gap,

this will complete the electrical circuit between the two magnetic
parts and thus provide a cockpit indication.
- Type:
Magnetic with electrical indication
Self-sealing housing with strainer
Note : The oil system also has two mechanical magnetic plugs,
one located on the lower part of the accessory gearbox
and one on the lower part of the reduction gearbox.
Description
The electrical magnetic plug comprises a magnetic probe which
has two parts which are electrically insulated from one another
and have a small insulation between them.
The plug is connected, via the engine electrical harness, to the
aircraft instrument panel.

4.30
OIL SYSTEM


Function
Training Notes
ARRIEL 2B-2B1-2D
LOCKING
PINS

Cockpit indication
MOUNTING
FLANGE
INSULATION
ELECTRICAL
MAGNETIC PLUG
STRAINER
SELF-SEALING
HOUSING
MAGNETIC
PROBE
ELECTRICAL
CONNECTOR
Oil valve
assembly
To oil cooler
From engine
ELECTRICAL
MAGNETIC PLUG
ELECTRICAL
MAGNETIC PLUG
ELECTRICAL MAGNETIC PLUG

Indication
Scavenge
pumps
4.31
OIL SYSTEM

Type:
Magnetic with electrical
indication
Self-sealing housing
with strainer
ARRIEL 2B-2B1-2D
Training Notes
CENTRIFUGAL BREATHER

Operation
created by the oil system.
The centrifugal breather is driven by the intermediate gear of

the accessory drive.
Position
When the engine is running the air/oil mist passes through the
breather:
- In the system: before the general vent line of the system

- On the engine: it is formed by the starter/generator drive gear
in the accessory gearbox.
- Type: centrifugal
- Air vent: through the rear part of the gear hollow shaft,
connected to the exhaust.
- Centrifugal force throws the oil droplets out into the gearbox
where they fall to the bottom of the casing
- The de-oiled air passes out through the shaft, via a gearbox
passage, into an external pipe which discharges into the
exhaust.
2D: The general air vent is directly done into the exhaust.
Description
The centrifugal breather is formed by the starter-generator drive
gear. This gear is formed in one piece with a hollow shaft and
has holes which provide a passage between the gearbox and
the air vent.
The gear is supported by two ball bearings and has a magnetic
carbon seal at each end.
The breather air outlet is at the rear end of the shaft, where the
air passes into the gearbox outlet.

4.32
OIL SYSTEM

Function
Training Notes
Air/Oil mist
- from accessory gearbox
- from gas generator bearings
- from power turbine bearings
- from reduction gearbox
Oil droplets
(expelled by
centrifugal force)
STARTER-GENERATOR
DRIVE GEAR
To air
vent
STARTER
DRIVE
De-oiled air
(to air vent)
Magnetic
carbon
seal
Air/Oil
mist
Bearing
Type:
Centrifugal
BREATHER
HOLES
Air vent:
Through the rear part
of the gear hollow shaft,
connected to the exhaust
CENTRIFUGAL BREATHER
De-oiled
air
Bearing
Magnetic
carbon
seal
Oil
droplets
4.33
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
OIL SYSTEM - OPERATION

Scavenge
Supply
After lubrication, the oil falls by gravity to the bottom of the

sumps. The oil is then immediately drawn away by the scavenge
pumps and returned to the tank through a check valve and the
oil cooler (dry sump system).
The pressure pump draws the oil from the tank and supplies
the system. A pressure relief valve limits maximum pressure
by returning oil to the pump inlet.
The oil is then delivered to the oil filter and restrictors to the
engine sections which require lubrication:
Breathing
- Gas generator front bearings
The oil mist which results from lubrication is returned to the

accessory gearbox, where the oil is separated from the air by
a centrifugal breather which vents overboard.
- Gas generator rear bearing

- Power turbine bearings
- Reduction gearbox and intermediate gear balance piston
- Accessory gearbox (supply upstream of the calibrated
orifice).
The oil is sprayed by jets onto the parts to be lubricated. It also
supplies a squeeze film for the gas generator rear bearing and
the power turbine front bearing.

The scavenge strainers protect the scavenge pumps against

any particles which may be held in the oil. The magnetic plugs
retain magnetic particles which may be in the oil.
Indicating
The system ensures the following indications: pressure,
temperature, low pressure, magnetic particles and filter preblockage.
4.34
OIL SYSTEM

The main functions of the oil system are: supply, scavenge,

breathing and indicating.
Training Notes
2D
2D
2B/2B1
AIRFRAME
2B/2B1
ENGINE
2B/2B1
2B/2B1
Indication
SUCTION
SUPPLY
SCAVENGE
BREATHING
OIL SYSTEM - OPERATION

AIR VENT
4.35
OIL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
EXTERNAL OIL PIPES

Scavenge
Function
- Scavenge of the power turbine bearings (from power turbine

to reduction gearbox; flexible pipe)
The oil pipes ensure the oil circulation between the oil system
components and the lubricated parts of the engine.
- Oil outlet (from oil check valve to oil cooler; aircraft

manufacturer's supply).
Breathing
- Type of pipes: rigid (one flexible)
- Gas generator rear bearing (external pipe).
- Type of unions:flanged.
Air vent
Description
- External pipe from the centrifugal breather to the exhaust

pipe (aircraft manufacturer's supply)
Supply
- Oil inlet (from oil tank to pressure pump; aircraft manufacturer's
supply)
- From accessory gearbox to filter base
- Scavenge of the gas generator rear bearing
- 2B-2B1: Engine air vent pipe (aircraft manufacturer's

supply)
- 2D: Engine air vent pipe (engine manufacturer's supply), fuel
tank air vent pipe (aircraft manufacturer's supply).
- Supply of the gas generator front bearings

- Supply of the gas generator rear bearing.

4.36
OIL SYSTEM


This description deals with the external pipes of the oil

system.
Training Notes
ARRIEL 2B-2B1-2D
GAS GENERATOR
REAR BEARING
SUPPLY
2B/2B1
2D
Indication
ENGINE AIR VENT

(engine manufacturer's supply)
Oil
inlet
Oil
outlet
SUPPLY PIPE
(from accessory
gearbox to filter base)
POWER TURBINE
BEARING SCAVENGE
(flexible)
Type of pipes:
Rigid (one flexible)
Type of unions:
Flanged
2D
2B/2B1
REAR BEARING
SCAVENGE
SUPPLY
SCAVENGE
BREATHING
AIR VENT
ENGINE AIR VENT

(aircraft manufacturer's supply)
EXTERNAL OIL PIPES

GAS GENERATOR
REAR BEARING
BREATHING
OIL TANK AIR VENT

(aircraft manufacturer's supply)
4.37
OIL SYSTEM


FRONT BEARING
SUPPLY
ARRIEL 2B-2B1-2D
Training Notes
OIL SYSTEM - 1ST LINE MAINTENANCE


objectives.

flight safety.


4.38
OIL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D
BETWEEN TWO FLIGHTS

- Make sure that oil is at the proper level
- Check the oil system
check the visual pre-blockage indicator of the oil filter
make sure that the oil level is correct within 15 minutes
of engine shut-down
- Mechanical magnetic plug of module M05

Check
Magnetism test
- Preformed packings of rear bearing ducts
Replacement
- Mechanical magnetic plug of module M01
Check
Magnetism test
- Electric magnetic plug
Magnetism test
Test
Inspection and cleaning
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 72
Chap. 79
Chap. 79
Chap. 79
Before
carrying out any
Letters.
- Oil dilution - Check and inspection

- Spectrometric oil analysis - Sampling
procedure
- Oil filtering element - Replacement
- Oil system - Draining
Operation in sandy air
Operation with 5 cSt oil
Operation with 3 cSt oil
Use with restriction
Chap. 70
- Oil pump - Inspection

- Low oil pressure switch - Tightening check
Chap. 79
Chap. 70
Chap. 71
Chap. 72
Chap. 79
Chap. 79
Chap. 79
Chap. 79
Chap. 71

4.39
OIL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


objectives.

flight safety.


4.40
OIL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D
BEFORE THE FIRST FLIGHT OF THE DAY

REQUIRED
- Preformed packings of rear bearing ducts

Replacement
- Electric magnetic plug
Magnetism test
Test
- Oil system - Draining
Sandy air
Use of 5 cSt oil
Use of 3 cSt oil
Chap. 79
Chap. 79
Chap. 79
- Oil pressure transmitter

Functional test
Chap. 79
Chap. 79
- Oil filtering element

Replacement
Chap. 79
- Mechanical magnetic plugs

Check
Magnetism test

REQUIRED
make sure that the oil level is correct within 15 minutes
of engine shut-down
Chap. 79
Chap. 79
- Oil pressure and temperature transmitter

Functional test
BETWEEN TWO FLIGHTS

REQUIRED
Chap. 72
Chap. 79
Chap. 79
Before
carrying out any
Letters.

4.41
OIL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes





4.42
OIL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
- Oil system
Oil pressure check
Draining of the oil system
Rinsing of the oil system
Chap. 79
- Electrical magnetic plug

Cleaning
Tests
Chap. 79
- Oil pumps
Removal / Installation
Inspection / check
Chap. 79
Chap. 79
- Oil valve assembly

Inspection / check
Chap. 79
- 2B-2B1: Low oil pressure switch

Inspection / check
Tests
- Scavenge strainer
Chap. 79
- Pipes and unions of the oil system

Chap. 79
Before
carrying out any
Letters.

4.43
OIL SYSTEM




ARRIEL 2B-2B1-2D
Training Notes


5 - AIR SYSTEM
- Air system presentation (75-00-00) ..................................................... 5.2
- Internal air system (75-00-00) .............................................................. 5.4
- Air tappings (75-00-00) ......................................................................... 5.6
- Compressor bleed valve (75-31-00) ..................................................... 5.8
- P3 pressure transmitter (75-41-00) ...................................................... 5.12
- External air pipes (75-29-00) ................................................................ 5.14
- Air system - 1st line maintenance....................................................... 5.16 - 5.19
5.1
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
AIR SYSTEM PRESENTATION
The engine air system includes:


Function
- An internal air system which ensures:
The pressurisation of the labyrinth seals
The cooling of the engine internal parts
The balance of forces on the rotating assemblies
- Air tappings which ensure:
The start injector ventilation
The air pressure measurement for the control system
The aircraft air system supply
The air for the bleed valve operation
The air for the pressurisation of the power turbine labyrinth
seals
2B: The air supply to the pump and metering unit

assembly.
- The compressor bleed valve.
Note: Refer to the various systems for the location, the
characteristics, the description and operation.

5.2
AIR SYSTEM
Training Notes
AIR TAPPINGS
- Start injector ventilation
- Air pressure measurement for the control system
- Aircraft air system supply
- Bleed valve operation
- Pressurisation of the power turbine labyrinth seals
- 2B: air supply to the pump and metering unit assembly
INTERNAL AIR SYSTEM

- Pressurisation of labyrinth seals
- Cooling of internal parts
- Balance of forces on the rotating assemblies


ARRIEL 2B-2B1-2D
COMPRESSOR
BLEED VALVE
AIR SYSTEM PRESENTATION

5.3
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
INTERNAL AIR SYSTEM

Gas generator HP section
Position
Air tapped from the centrifugal compressor wheel outlet passes

down the rear face of the compressor wheel, through the
curvic-couplings, the hollow shaft and internal passages. It is
used to:
The internal air system pressurises the labyrinth seals, cools

certain parts and provides a balancing of forces.
All the parts of the system are internal except the pressurisation
of the power turbine labyrinth which is supplied by an external
pipe.
- Type: air tapping with a calibrated flow

- Air pressures used:
P2.4: centrifugal compressor inlet pressure
P2.6: centrifugal compressor wheel outlet pressure
P3: centrifugal compressor outlet pressure.
Note: The internal air system is also referred to as the secondary
air system.
The internal air system can be considered in three parts: the

front section, the gas generator HP section and the power
turbine section.
Front section
Air tapped from the centrifugal compressor inlet is used to
pressurise the front bearing labyrinths. There is a very small flow
of air into the bearing chamber. Air tapped from the same point
is discharged through the compressor bleed valve, mounted on
the compressor casing (see compressor bleed valve).

- Cool the rear face of the gas generator turbine (discharging

into the gas flow)
- Pressurise the labyrinth seal of the gas generator rear bearing
(small flow into the bearing housing)
- Cool the front face of the power turbine (discharge into the
gas flow).
The air from the centrifugal compressor outlet flows through
the hollow nozzle guide vanes and through holes in the shroud.
It is used to cool the nozzle guide vane and the front face of
the gas generator turbine. A small amount of air is also used
to cool the turbine shroud.
Power turbine section

The air is tapped from the front face of the centrifugal compressor
casing (clean air) and is taken by an external pipe to the reduction
gearbox casing. It then passes through internal passages to
pressurise the labyrinth seal on the power turbine shaft and to
cool the rear face of the power turbine.
5.4
AIR SYSTEM

Function
ARRIEL 2B-2B1-2D
Training Notes
INTERNAL AIR SYSTEM

- Internal passages
- External pipes
Air pressures used:

- P2.4: Centrifugal compressor inlet pressure
- P2.6: Centrifugal compressor wheel outlet pressure
- P3: Centrifugal compressor outlet pressure
Air supplied by
external pipe
Discharge of air
(through compressor
bleed valve)
FRONT SECTION
P2.4 (centrifugal compressor

inlet pressure)
GAS GENERATOR HP SECTION
P2.6 (centrifugal compressor

wheel outlet pressure)
INTERNAL AIR SYSTEM

POWER TURBINE
SECTION
P3 (centrifugal compressor
outlet pressure)
5.5
AIR SYSTEM


Type:
Air pressure tapping with
a calibrated flow
ARRIEL 2B-2B1-2D
Training Notes
AIR TAPPINGS
Start injector ventilation
Compressor delivery air is used to ventilate the start injectors
to avoid blockage by the carbonisation of unburnt fuel.
Air tappings are used for:

-
-
-
-
-
-
Fuel control
2B: he pump and metering unit assembly (metering unit)
T
Start injector ventilation
Aircraft services
Bleed valve operation
Pressurisation of the power turbine labyrinth seals.
2B-2B1: The system comprises a tapping union and a pipe

connected to the start electro-valve.
2D: The system comprises a tapping union and a pipe connected
to the start injectors purge valve.
Aircraft services
Compressor delivery air is tapped off for use in various aircraft
systems.
- P3 air tapping limited by calibrated orifices.
The engine has two air tapping unions (used for the aircraft
services) located on the centrifugal compressor casing.
Fuel control
Note: The use of this bleed is restricted during take-off.
A P3 pressure transmitter measures the centrifugal compressor

outlet air pressure.
Bleed valve operation
The signal of pressure is transmitted to the EECU.
Compressor delivery air is tapped to operate the compressor

bleed valve.
2B: Air tapping for the pump and metering unit

assembly
Pressurisation of the power turbine labyrinth

seal
The air tapped from the outlet of the centrifugal compressor

supplies the metering unit through an external pipe (anti-surge
function for manual control).
Refer to previous pages
5.6
AIR SYSTEM


Function
Training Notes
ARRIEL 2B-2B1-2D
ENGINE
ELECTRONIC
CONTROL UNIT
Control
signals
Aircraft
services
P3 PRESSURE
TRANSMITTER
Power turbine
labyrinth seal
START
ELECTRO-VALVE
2B/2B1
Bleed valve
operation
2D
PURGE
VALVE
P3 air
Ventilation of
start injectors
2B
Fuel control
START
INJECTORS
2B
PUMP - METERING
UNIT ASSEMBLY
Air tapping
union location
AIR TAPPINGS
5.7
AIR SYSTEM


P3 air tapping limited

by calibrated orifices
ARRIEL 2B-2B1-2D
Training Notes
COMPRESSOR BLEED VALVE

Main components
Function
- Pneumatic control system
The valve prevents compressor surge by bleeding off a certain

quantity of air tapped from the axial compressor outlet. When the
valve is open, the discharge of air causes the air flow through
the axial compressor to increase thus moving the working line
away from the surge line. The operation of this valve depends
on the P3/P0 pressure ratio.
- Butterfly valve
Position
- P3 inlet filter.
- In the system: between the axial and centrifugal

compressors
- On the engine: at the top of the compressor axial.
- Rack and pinion mechanism

- Microswitch (connected to the EECU)
- P2.4 air outlet
Note: The air is discharged under the cowling in order to

improve cooling of the engine compartment.
- Type: pneumatic, butterfly valve
- Control: by P3/P0 pressure ratio.

5.8
AIR SYSTEM


GENERAL
ARRIEL 2B-2B1-2D
Training Notes
Surge
line
Working line
(valve closed)
Working line
(valve open)
AIRFLOW
G
MICROSWITCH
(connected to EECU)
COMPRESSOR FIELD DIAGRAM
P2.4
air outlet
BUTTERFLY
VALVE
RACK AND PINION
MECHANISM
P3 INLET
FILTER
Type:
Pneumatic, butterfly valve
Control:
By P3/P0 pressure ratio
PNEUMATIC
CONTROL SYSTEM
P3 air
GENERAL

5.9
AIR SYSTEM


COMPRESSION
RATIO P3/P0
ARRIEL 2B-2B1-2D
Training Notes
Operation
Open position
The compressor bleed valve includes 3 main parts: the detection

capsule, the intermediate stage and the bleed valve.
The P3/P0 pressure ratio is not sufficient to activate the capsules

and there is an air discharge downstream of the calibrated
orifices. The piston is not actuated and the butterfly valve is
open.
Detection capsule
A certain amount of air, tapped from the centrifugal compressor

inlet, is discharged overboard.
It is subjected to P3/P0 pressure ratio and controls the air

discharge downstream of the calibrated orifice B.
The microswitch contact is closed and sends an open signal to

the EECU, which outputs a position signal to the cockpit.
It is fitted with a filter at the inlet.
Closed position
Description
Intermediate stage
It includes a diaphragm which is subjected to the pressure
downstream of B. The diaphragm controls the discharge
which determines the pressure downstream of the calibrated
orificeA.
Bleed valve
It includes a spring loaded piston subjected to the pressure
downstream of restrictor A. The piston actuates the butterfly
valve by means of a rack and pinion mechanism.
It also includes a microswitch, operated by the piston, which
sends a position signal to the EECU.

When the gas generator rotation speed N1 increases, the

compression ratio P3/P0 increases and beyond a certain
value:
- The pressure becomes sufficient to deform the detection
capsule which closes the discharge
- The pressure downstream of the calibrated orifice B
increases
- The diaphragm of the intermediate stage closes the
discharge
- The pressure downstream of the calibrated orifice A
increases
- The piston moves down under P3 pressure and rotates the
butterfly valve through the rack and pinion mechanism. The
valve closes and stops the air bleed.
The microswitch contact, actuated by the piston, opens. This
provides a closed signal to the EECU, which outputs a position
signal to the cockpit.
5.10
AIR SYSTEM


DESCRIPTION - OPERATION
ARRIEL 2B-2B1-2D
Training Notes
P2.4
P3 air
A
B
P0 air
PISTON
MICROSWITCH
P2.4
Signal to the
EECU
RACK
INTERMEDIATE
STAGE
DETECTION
CAPSULE
PINION
INDICATION
BUTTERFLY
VALVE
VALVE SHOWN IN OPEN POSITION

5.11
AIR SYSTEM


FILTER
ARRIEL 2B-2B1-2D
Training Notes
P3 PRESSURE TRANSMITTER

Operation
The P3 pressure transmitter senses the compressor outlet air

pressure and supplies a signal to the EECU.
The transmitter produces an electrical voltage proportional to

the P3 air pressure.
Position
The pressure signal is used by the EECU for engine control

(fuel flow limit, surge control).
- In the system: connected to the EECU

- On the engine: on the ignition unit support.
- Type: resistive
- Output signal: voltage proportional to the air pressure
- Supply voltage: 10 VDC.
Description
The P3 pressure transmitter system comprises the P3 tapping,
an air pipe and the pressure transmitter.
The transmitter is secured by screws.
The electrical connector provides the connection with the
EECU.

5.12
AIR SYSTEM

Function
Training Notes
ARRIEL 2B-2B1-2D
P3 PRESSURE
TRANSMITTER
Type:
Resistive
Output signal:
Voltage proportional
to the air pressure
Supply voltage:
10 VDC
P3 PRESSURE
TRANSMITTER
Engine Electronic
Control Unit
ELECTRICAL
CONNECTOR
(connection with the EECU)
P3 PRESSURE
TRANSMITTER
Air
pipe
Compressor outlet
pressure tapping
Ignition unit
support
5.13
AIR SYSTEM


P3 air
pressure
ARRIEL 2B-2B1-2D
Training Notes
EXTERNAL AIR PIPES
Function


This part considers the external air pipes of the air system.
The air pipes ensure the air supply from/to the various system
components.
- Type of pipes: rigid, stainless steel
- Type of unions: standard (connecting flange with bolts).
Description of the pipes

The air system uses the following external pipes:
- Air pipe for the control of the compressor bleed valve
- Air pipe for the ventilation of the start injectors
- Air pipe to supply the P3 pressure transmitter
- Air pipe for the pressurisation of the power turbine
labyrinth
- 2B: Air pipe to supply the pump and metering unit assembly

(acceleration controller).

5.14
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes


BLEED VALVE
CONTROL
START INJECTORS
VENTILATION
2B: AIR SUPPLY TO THE

PUMP AND METERING UNIT
ASSEMBLY
Type of pipes:
Rigid, stainless steel
Type of unions:
Standard
(connecting flange with bolts)
PRESSURISATION OF
THE POWER TURBINE LABYRINTH
EXTERNAL AIR PIPES

SUPPLY
5.15
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
AIR SYSTEM - 1ST LINE MAINTENANCE


objectives.

flight safety.


5.16
AIR SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


- 2B-2B1: P3 pressure transmitter
Tests
Chap. 75
- 2D: Bleed valve filter

Check and inspection
Chap. 75

- 2B-2B1: P3 pressure transmitter
Tightening check
Chap. 70
- 2B-2B1: Bleed valve

Inspection of the filter
Inspection
Chap. 75
Chap. 75
Before
carrying out any
Letters.

5.17
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes





5.18
AIR SYSTEM
ARRIEL 2B-2B1-2D
Training Notes


- Pipes and unions of the air system

Chap. 75
- Compressor bleed valve

Cleaning
Inspection
Inspection / Check
Test and adjustment
Chap. 75
- P3 pressure transmitter
Inspection
Test
Chap. 75
Before
carrying out any
Letters.

5.19
AIR SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


6 - FUEL SYSTEM
- Fuel system presentation (73-00-00) ................................................... 6.2
- Pump and metering unit assembly (73-23-00) .................................... 6.8
Fuel pumps (73-23-00) ....................................................................... 6.12
Fuel filter (73-23-11) ........................................................................... 6.16
Fuel filter indication ........................................................................... 6.20
2D: Fuel pressure and temperature transmitters ........................... 6.24
2B-2B1: Low fuel pressure switch (73-23-33) ................................. 6.26
Start purge valve (73-23-00) .............................................................. 6.28
Metering unit (73-23-00) .................................................................... 6.32
- Fuel valves assembly (73-14-00) ......................................................... 6.46
- Start injectors (72-43-00) ...................................................................... 6.54
- Main injection system (72-00-43) ......................................................... 6.56
- Combustion chamber drain valve........................................................ 6.58
- Fuel system - Operation (73-00-00)..................................................... 6.60
- External fuel pipes (73-19-00) .............................................................. 6.80
- Fuel system - 1st line maintenance..................................................... 6.82 - 6.87
6.1
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
FUEL SYSTEM PRESENTATION

Main components
Function
The fuel system ensures fuel supply, distribution, control,
metering and injection.
Position
All the system components are mounted on the engine except
the EECU, the fuel tank and the starting pump.
- Pump and metering unit assembly:

LP pump
Fuel filter
HP pump
Metering unit


GENERAL
- Fuel valves assembly

- Fuel injection system.
- Supply by the aircraft system and the engine pumps
- Centrifugal main injection and start injection by injectors
- 2B: Manual control
- 2B1-2D: Automatic back-up control
- Fuel control: Electronic control unit controlling a metering
device.

6.2
FUEL SYSTEM
Training Notes
Supply:
- Aircraft system
- Engine pumps
2B1-2D: AUTOMATIC BACK-UP

CONTROL
SENSORS
Injection:
- Centrifugal main injection
- Start injection by injectors
2B: Manual control
ENGINE
ELECTRONIC
CONTROL UNIT
2B1-2D: Automatic back-up

control
METERING
UNIT
FUEL VALVES
ASSEMBLY
Fuel control:
Electronic control unit
controlling a metering device
2B: MANUAL
CONTROL
FUEL TANK
FUEL
FILTER
LP PUMP
HP PUMP
N1
Starting
pump
PUMP AND METERING UNIT ASSEMBLY

Aircraft
FUEL INJECTION
SYSTEM
Engine
GENERAL

6.3
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes

Metering unit
- Automatic control (stepper motor, position transmitter,

metering needle, constant P valve)
- 2B: Manual control: twist grip on collective lever
- 2B1: Automatic back-up control: by-pass valve and actuator
(the actuator is supplied by the aircraft manufacturer).
Low pressure pump (LP)

Centrifugal type pump.
Oil/Fuel heat exchanger (oil filter)
Additional check valve

Fuel valves assembly
Fuel filter
The filter has a fuel filter pre-blockage pressure switch, a
blockage indicator and a by-pass valve.
Start purge valve

Low fuel pressure switch
-
-
-
-
Start electro-valve
Stop electro-valve
Pressurising valve
Stop purge valve.
High pressure pump (HP)
- Start injectors (x 2)
- Main injection (centrifugal wheel)
- Engine fuel inlet union.
Spur gear type pump with a pressure relief valve.
Combustion chamber drain valve

Note: An optional fuel flowmeter, supplied by the aircraft
manufacturer, can be fitted between the metering unit
and the fuel valves assembly.

6.4
FUEL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D
FUEL FILTER
(with by-pass valve)
OIL/FUEL HEAT
EXCHANGER
(oil filter)
Constant
P valve
Stop
purge valve
2B1:
AUTOMATIC
BACK-UP
CONTROL
Pressurising
Stop
valve
electro-valve
AUTOMATIC
CONTROL
Fuel filter
pre-blockage
pressure switch
Centrifugal
wheel
Engine
fuel inlet union
FUEL
INJECTION
SYSTEM
Indication
FUEL
VALVES
ASSEMBLY
2B: MANUAL
CONTROL
LP PUMP
Start
injectors
Indication
Fuel filter
blockage
indicator
PUMP AND
METERING UNIT
ASSEMBLY
HP PUMP
LOW FUEL
PRESSURE SWITCH (with pressure
relief valve)
Start
electro-valve
ADDITIONAL
CHECK VALVE
START PURGE
VALVE
COMBUSTION CHAMBER
DRAIN VALVE
2B1: HP pump pressure

2B: Pressure from metering unit
Restrictor

6.5
FUEL SYSTEM


An optional fuel flowmeter, supplied by the

aircraft manufacturer, can be fitted between the
metering unit and the fuel valves assembly.
ARRIEL 2B-2B1-2D
Training Notes

Spur gear type pump with a pressure relief valve.
Metering unit
Liquid ring type pump.
Oil/Fuel heat exchanger (oil filter)
- Automatic control (stepper motor, position transmitter,

metering needle, double constant P valve)
Fuel pressure transmitter
- Automatic back-up control: by-pass valve and actuator (the

actuator is supplied by the aircraft manufacturer).
Transmitter submitted to LP pump pressure outlet. It is used

by the EECU for low pressure indication and fuel filter preblockage detection.
Additional check valve
Fuel filter
The fuel valves assembly includes the start electro-valve, the

stop electro-valve, the pressurising valve, the start injectors
purge valve and the stop purge valve.
The filter has a blockage indicator and a by-pass valve. The

fuel filter pre-blockage monitoring is ensured by two pressure
transmitters located on each side of the filter.
Fuel pressure and temperature transmitter

The pressure transmitter is downstream the filter. It is used by
the EECU to detect the fuel filter pre-blockage. This transmitter
also senses the fuel temperature at the HP pump inlet. This
signal is used by the EECU to indicate the fuel max. temperature
Start purge valve

Fuel valves assembly

- Start injectors (x 2)
- Main injection (centrifugal wheel)
- Engine fuel inlet union.
Combustion chamber drain valve

Note: An optional fuel flowmeter, supplied by the aircraft
manufacturer, can be fitted between the metering unit
and the fuel valves assembly.
6.6
FUEL SYSTEM

DESCRIPTION (2D)
Training Notes
ARRIEL 2B-2B1-2D
Restrictor
Fuel pressure
transmitter
Constant
P valve
(double)
ADDITIONAL
CHECK
VALVE
Stop
purge valve
Pressurising Centrifugal
Stop
valve
wheel
electro-valve
Engine
fuel inlet
union
AUTOMATIC
BACK-UP
CONTROL
FUEL FILTER
(with by-pass
valve)
OIL/FUEL HEAT
EXCHANGER
(oil filter)
FUEL
INJECTION
SYSTEM
FUEL VALVES
ASSEMBLY
AUTOMATIC
CONTROL
Start
electro-valve
LP PUMP
Fuel filter
blockage
indicator
HP PUMP
(with pressure
relief valve)
PUMP AND
METERING UNIT
ASSEMBLY
START PURGE
VALVE
Fuel pressure
and temperature
transmitter
INJECTORS
PURGE
VALVE
Start
injectors
COMBUSTION
CHAMBER
DRAIN VALVE
DESCRIPTION (2D)

6.7
FUEL SYSTEM


An optional fuel flowmeter, supplied by the

aircraft manufacturer, can be fitted between the
metering unit and the fuel valves assembly.
ARRIEL 2B-2B1-2D
Training Notes

Main components
Function
- LP pump
The pump and metering unit assembly ensures fuel supply and
fuel flow metering.
- Fuel filter
Position
- Fuel filter blockage indicator
- In the system: before the fuel valves assembly
- Low fuel pressure switch
- On the engine: on the left front face of the accessory

gearbox.
- Start purge valve


PRESENTATION (2B-2B1)
- Fuel filter pre-blockage pressure switch
- HP pump
- Mounting: clamping ring
- Replaceable components (LRUs):
Fuel filter
Fuel filter pre-blockage pressure switch
Fuel filter blockage indicator.

- Constant P valve
- Metering unit
- Additional check valve.
6.8
FUEL SYSTEM
ARRIEL 2B-2B1-2D
START
PURGE VALVE
Mounting:
Clamping ring
2B1: Pump and metering

unit assembly
Replaceable components:
Fuel filter
Fuel filter pre-blockage pressure
switch
Fuel filter blockage indicator
LOW FUEL
PRESSURE SWITCH
HP PUMP
LP PUMP
CONSTANT
P VALVE
METERING
UNIT
LOW FUEL
PRESSURE SWITCH
FUEL
FILTER
HP PUMP
FUEL
FILTER BLOCKAGE
INDICATOR
METERING
UNIT
FUEL FILTER
PRE-BLOCKAGE
PRESSURE SWITCH
To LP
pump outlet
To fuel
valves
assembly
Indication
FUEL
FILTER
Heat
exchanger
LP PUMP
METERING
UNIT
START
PURGE
VALVE
Indication
START
PURGE VALVE
2B: Pump and metering
unit assembly
ADDITIONAL
CHECK VALVE
LP PUMP
Fuel inlet
(from aircraft fuel system)
HP PUMP
LOW FUEL
PRESSURE
SWITCH

6.9
FUEL SYSTEM


FUEL
FILTER
Training Notes
ARRIEL 2B-2B1-2D
Training Notes

Main components
Function
- LP pump
The pump and metering unit assembly ensures fuel supply and
fuel flow metering.
- Fuel filter
Position
- Fuel filter blockage indicator
- In the system: before the fuel valves assembly
- Fuel pressure and temperature transmitter
- On the engine: on the left front face of the accessory

gearbox.
- Start purge valve


PRESENTATION (2D)
- Fuel pressure transmitter
- HP pump
- Mounting: clamping ring
- Replaceable components (LRUs):
Fuel filter
Fuel pressure and temperature transmitter
Fuel filter blockage indicator.

- Constant P valve assembly

- Metering unit
- Additional check valve.
6.10
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
FUEL
FILTER
FUEL
PRESSURE
TRANSMITTER
ADDITIONAL
CHECK VALVE
Mounting:
Clamping ring
To fuel
valves assembly
To LP
pump
outlet
METERING
UNIT
Heat
exchanger
FUEL
FILTER BLOCKAGE
INDICATOR
START PURGE
VALVE
FUEL
FILTER
FUEL
PRESSURE
TRANSMITTER
LP PUMP
Fuel inlet
FUEL
FILTER BLOCKAGE
INDICATOR
Replaceable components:
Fuel filter
Fuel pressure and
temperature transmitter
Fuel filter blockage indicator
Pump and metering

unit assembly
FUEL PRESSURE
AND TEMPERATURE
TRANSMITTER
HP PUMP
Pump and metering
unit assembly
HP PUMP
LP PUMP
CONSTANT P
VALVE ASSEMBLY
METERING
UNIT
PRESENTATION (2D)

6.11
FUEL SYSTEM


CONSTANT P
VALVE ASSEMBLY
(double)
ARRIEL 2B-2B1-2D
Training Notes

The LP pump has an ejector supplied by fuel from the LP pump
outlet.
Function
The pump assembly supplies fuel under determined conditions
of pressure and flow.
Position
The fuel pump drive shaft is a shear shaft.
- In the system: before the metering unit

- On the engine: on the right side of the pump and metering
unit assembly.
- Type:
LP pump: centrifugal type
HP pump: spur gear type with pressure relief valve.
The high pressure pump is a gear type pump. It has a drive

gear (driven at a speed proportional to N1) and a driven gear.
The drive shaft is fitted with a double lip seal and a drain system,
which ensure that no fuel can leak into the accessory gearbox
casing.
The high pressure pump also includes a pressure relief
valve.
Operation
Description
The pump assembly includes an LP pump and an HP pump
fitted with a pressure relief valve.
The two pumps are mounted on a common shaft.
Fuel from the aircraft system enters the LP pump which provides
an initial pressure increase to supply the HP pump. The HP pump
gives a second pressure rise and supplies the metering unit.
The LP pump is capable of drawing fuel from the aircraft tank
and therefore starting pumps are not necessary after starting.

The low pressure pump is a centrifugal pump. It includes an
impeller driven at a speed proportional to N1.

The pump is capable of operating with contaminated fuel so

there is no filter at the inlet.
During normal operation, the HP pump pressure relief valve is

closed. In the event of overpressure, it opens and returns the
excess fuel to the HP pump inlet.
6.12
FUEL SYSTEM


FUEL PUMPS (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
HP FUEL PUMP
2B1
Drive gear
DOUBLE LIP
SEAL
DRIVE SHAFT
(shear shaft)
Fuel inlet
(from aircraft
fuel system)
Ejector
Impeller
DRAIN
LP FUEL PUMP
2B
PRESSURE
RELIEF VALVE
Fuel
filter
Heat
exchanger
(oil filter)
Type:
LP pump: centrifugal type
HP pump: spur gear type
HP PUMP
LP PUMP
MOUNTING
FLANGE
Indication
To start
purge valve
Indication
Fuel inlet
LP PUMP
To metering
unit
HP PUMP
(with pressure
relief valve)
FUEL PUMPS (2B-2B1)

6.13
FUEL SYSTEM


Driven gear
ARRIEL 2B-2B1-2D
Training Notes

This internal drive shaft is also connected to the drive gear of
the HP fuel pump. A seal ensures the sealing between the LP
fuel pump and the HP fuel pump.
Function
The pump assembly supplies fuel under determined conditions
of pressure and flow.
Position
- In the system: before the metering unit

The high pressure pump is a gear type pump. It has a driven
gear and a drive gear driven at a speed proportional to N1.
- On the engine: on the right side of the pump and metering

unit assembly.
The drive shaft is fitted with a double lip seal and a drain system,
which ensure that no fuel can leak into the accessory gearbox
casing.
The high pressure pump also includes a pressure relief

valve.
- Type:
LP pump: liquid ring type
HP pump: spur gear type with pressure relief valve.
Operation
Description
The pump assembly includes an LP pump and an HP pump
fitted with a pressure relief valve.
The two pumps are mounted on a common shaft.

The LP fuel pump is a liquid ring type pump. The vane assembly
is fitted with internal splines connected to an internal drive shaft
(shear shaft type).

Fuel from the aircraft system enters the LP pump which provides
an initial pressure increase to supply the HP pump. The HP pump
gives a second pressure rise and supplies the metering unit.
The LP pump is capable of drawing fuel from the aircraft tank
and therefore booster pumps are not necessary.
During normal operation, the HP pump pressure relief valve is
closed. In the event of overpressure, it opens and returns the
excess fuel to the HP pump inlet.
6.14
FUEL SYSTEM


FUEL PUMPS (2D)
Training Notes
ARRIEL 2B-2B1-2D
Fuel outlet
(to metering
unit)
Fuel inlet
(from aircraft
fuel system)
DRIVE SHAFT
(shear shaft)
Drain
PRESSURE
RELIEF VALVE
HP PUMP
Heat
exchanger
Type:
LP pump: liquid ring type
HP pump: spur gear type
with pressure relief valve
Fuel
filter
To start
purge valve
To metering
unit
HP PUMP
LP PUMP
LP PUMP
Fuel inlet
HP PUMP
(with pressure relief valve)
FUEL PUMPS (2D)

6.15
FUEL SYSTEM


LP PUMP
ARRIEL 2B-2B1-2D
Training Notes

By-pass valve
Function
This valve ensures a fuel flow to the metering unit in the event
of filter blockage. It is subjected on one side to filter upstream
pressure and on the other side to downstream pressure plus
the force of a spring.
The filter retains any particles that may be in the fuel in order
to protect the metering unit components.
Position
- In the system: between the LP and HP pumps
- On the engine: on top of the pump and metering unit
assembly.
Note: The by-pass valve is fitted inside the pump and metering
unit assembly body.
Normal operation
The fuel provided by the LP fuel pump enters the fuel filter and
flows through the filtering element (from outside to inside).

- By-pass valve setting: P 120 kPa (17.4 PSID)
The filtering element retains particles larger than 20 microns.

The fuel then flows to the HP pump.
Description
The assembly comprises the housing, the filtering element, the
by-pass valve, the fuel filter pre-blockage pressure switch and
the fuel filter blockage indicator.
Note: Before entering the fuel filter, the fuel passes through
the fuel/oil heat exchanger formed by the oil filter
housing.
Filtering element
It is a fibreglass cartridge with a filtering ability of 20 microns.
O'ring seals ensure the sealing between the cartridge and the
filter housing.
The filter cover is fitted with a purge outlet union.

6.16
FUEL SYSTEM

FUEL FILTER (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
Fuel filter
pre-blockage
pressure switch
Indication
BY-PASS
VALVE

P 120 kPa (17.4 PSID)
To start purge
valve
From
LP pump
To metering
unit
To
start purge
valve
FUEL
FILTER
Fuel filter
blockage
indicator
FUEL
FILTER
PURGE OUTLET
UNION
HP pump
Fuel filter
blockage
indicator
Fuel filter
pre-blockage
pressure switch
COVER
FILTERING ELEMENT
(20 micron fibreglass
cartridge)

unit assembly
To
start purge
valve
Type:

unit assembly
FUEL FILTER (2B-2B1)

6.17
FUEL SYSTEM


FUEL
FILTER
ARRIEL 2B-2B1-2D
Training Notes

By-pass valve
Function
This valve ensures a fuel flow to the metering unit in the event
of filter blockage. It is subjected on one side to filter upstream
pressure and on the other side to downstream pressure plus
the force of a spring.
The filter retains any particles that may be in the fuel in order
to protect the metering unit components.
Position
- In the system: between the LP and HP pumps
- On the engine: on top of the pump and metering unit
assembly.
Note: The by-pass valve is fitted inside the pump and metering
unit assembly body.
Normal operation
The fuel provided by the LP fuel pump enters the fuel filter and
flows through the filtering element (from outside to inside).

- By-pass valve setting: P 150 kPa (21.7 PSID)
The filtering element retains particles larger than 20 microns.

The fuel then flows to the HP pump.
Description
The assembly comprises the housing, the filtering element, the
by-pass valve, the fuel pressure transmitters and the fuel filter
blockage indicator.
Filtering element
It is a fibreglass cartridge with a filtering ability of 20 microns.
Note 1: Before entering the fuel filter, the fuel passes through
the fuel/oil heat exchanger formed by the oil filter
housing.
Note 2: The base of the filter housing is equipped with a
drain to evacuate the fuel when the filtering element
is removed. It is connected to the drain of the pump
and metering unit assemblys double lip seal.
O'ring seals ensure the sealing between the cartridge and the
filter housing.
The filter cover is fitted with a purge outlet union.

6.18
FUEL SYSTEM

FUEL FILTER (2D)
Training Notes
ARRIEL 2B-2B1-2D
FILTER
COVER

Type:
P 150 kPa (21.7 PSID)
FUEL
FILTER
Fuel pressure
and temperature
transmitter
Fuel filter
blockage
indicator
Fuel
pressure
transmitter
FILTERING ELEMENT
(20 micron fibreglass
cartridge)
FUEL
FILTER
Fuel
pressure
transmitter
From
LP pump
Fuel filter
blockage
indicator
BY-PASS
VALVE
FILTER
HOUSING
To start
purge valve
Fuel pressure
and temperature
transmitter
To metering
unit
HP pump
FUEL FILTER (2D)

6.19
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

Operation
Function
Normal operation
The fuel filter indication is provided by a pre-blockage pressure

switch and a blockage indicator.
The filtering element is clean. The pressure difference on each

side of the filter is lower than the blockage indicator setting: the
indicator doesn't protrude (armed).
Position
Pre-blockage
- In the system: between the fuel inlet and outlet of the fuel
filter
- On the engine: on the pump and metering unit assembly
beside the fuel filter.
- Pre-blockage pressure switch:
Type: differential
Cockpit indication
- Blockage indicator
Type: differential, magnetic
Indication: red indicator

When the filtering unit becomes dirty, the pressure difference

across the filter increases. When the pressure difference exceeds
the fuel filter pressure switch setting the electrical switch closes
and lights the fuel filter pre-blockage indication in the cockpit.
Blockage
When the fuel filter becomes dirty, the pressure difference
increases.
When the pressure difference exceeds the fuel filter blockage
indicator setting, it causes the by-pass valve to open and the
indicator to pop out.
Note: The indicator is reset, after the removal of the cover by
pushing it back into its housing.
6.20
FUEL SYSTEM


FUEL FILTER INDICATION (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
Electrical
connector
PRE-BLOCKAGE
PRESSURE SWITCH
Type:
Differential pressure switch
Cockpit indication
Fuel
filter
Oring
seals
BLOCKAGE INDICATOR
Type:
Differential, magnetic
Downstream
pressure
Indication:
Red indicator
Fuel pressure
(from LP pump)
FUEL FILTER
PRE-BLOCKAGE
PRESSURE SWITCH

unit assembly
Fuel
filter
Red
indicator
(magnetic)
Upstream
pressure
Downstream
pressure
FUEL FILTER
BLOCKAGE
INDICATOR
Pre-blockage indication
(cockpit)
FUEL FILTER
BLOCKAGE
INDICATOR
Indication
Removable
transparent cover
(manual reset)
Indication
Indication

unit assembly
Low
pressure
Low
pressure
Low
pressure
To HP pump
NORMAL
OPERATION
To HP pump
PRE-BLOCKAGE
To HP pump
BLOCKAGE
FUEL FILTER INDICATION (2B-2B1)

6.21
FUEL SYSTEM


PRE-BLOCKAGE
PRESSURE SWITCH
ARRIEL 2B-2B1-2D
Training Notes

Operation
Function
Pre-blockage
The fuel filter indications are provided by two fuel pressure

transmitters and a blockage indicator.
The fuel filter pre-blockage monitoring is performed by two

pressure transmitters which measure the fuel pressure upstream
and downstream the filter. The signals are sent to the EECU
to detect the pressure drop in the filter, and consequently the
pre-blockage level.
Position
- In the system: at the fuel filter inlet and at the fuel filter
outlet
- On the engine: on the pump and metering unit assembly
beside the fuel filter.
- Fuel pressure transmitter:
Type: resistive
Connected to the EECU
- Fuel pressure and temperature transmitter:
Type: resistive and platinum probe
Connected to the EECU
- Blockage indicator
Type: differential, magnetic
Indication: red indicator

The EECU monitors two levels of pre-blockage:

- Level 1: Maintenance
- Level 2: Warning.
If the pressure difference reaches the level 1, a fuel filter preblockage indication ("FUEL FILT") will flash when the engine
is set to idle or shut down.
If the pressure difference reaches the level 2, a fixed fuel
filter pre-blockage indication ("FUEL FILT") comes on in flight,
whatever the operating mode of the engine, and when the
engine is shut down.
Blockage
If the pressure difference reaches the threshold of the by-pass
valve, the by-pass valve opens, the fuel is not filtered any more
and by-passes the filter. A red visual indicator pops-up on the
filter housing.
6.22
FUEL SYSTEM


FUEL FILTER INDICATION (2D)
Training Notes
ARRIEL 2B-2B1-2D
Fuel
pressure
Fuel
pressure
Electrical
connector
PRESSURE AND
Type:
Electrical
connector
Connected to EECU
FUEL PRESSURE
AND TEMPERATURE
TRANSMITTER
FUEL PRESSURE
TRANSMITTER
Red indicator
(magnetic)
Connected to EECU
BLOCKAGE INDICATOR
Type:
Differential, magnetic
Upstream
pressure
Downstream
pressure
Indication:
Red indicator
FUEL FILTER
BLOCKAGE
INDICATOR
Indication
Flashing indication
(engine set to idle or
upon shut-down)
Fixed indication
(in flight and upon
shut-down)
Indication
EECU
EECU
EECU
EECU
Low
pressure
To HP pump
NORMAL
OPERATION
Low
pressure
Low
pressure
Low
pressure
To HP pump
To HP pump
PRE-BLOCKAGE
(Level 1)
PRE-BLOCKAGE
(Level 2)
To HP pump
BLOCKAGE
FUEL FILTER INDICATION (2D)

6.23
FUEL SYSTEM


Removable
transparent cover
(manual reset)
PRESSURE TRANSMITTER
Type:
Resistive
ARRIEL 2B-2B1-2D
Training Notes

Description
Function
- A resistor bridge printed on a flexible support
Each fuel pressure transmitter includes:
The fuel pressure and temperature transmitters provide signals

of fuel filter upstream and downstream pressures and a fuel
temperature signal to the EECU.
Position
- In the system: upstream and downstream of the fuel filter
- On the engine: on the filter assembly.
- A mounting flange bolted onto the filter assembly.

The pressure and temperature transmitter also includes a
platinum wire resistor.
Operation
The EECU supplies each transmitter with a constant reference
input voltage. Any change of fuel pressure causes the deformation
of the support and the resistor bridge outputs to the EECU a
voltage proportional to the fuel pressure.
The EECU also provides the fuel temperature transmitter with
a constant current, the transmitter outputs a signal proportional
to the fuel temperature.
Pressure transmitter
- Type: resistive
- Output signal:
Electrical voltage proportional to the fuel pressure.
Pressure and temperature transmitter
Indication
The two pressure and temperature signals are used by the
EECU:
- To monitor and provide indication of fuel filter for preblockage
- Type: resistive and platinum probe

- Output signals:
Electrical voltage proportional to the fuel pressure
Electrical current proportional to the fuel temperature.

- An electrical connector
- To detect and indicate the low fuel pressure in the system

- To monitor a fuel overtemperature.
6.24
FUEL SYSTEM


FUEL PRESSURE AND TEMPERATURE

TRANSMITTERS (2D)
Training Notes
Fuel
pressure
Electrical
connector
FUEL PRESSURE TRANSMITTER

Type:
Resistive
Output signal:
Electrical voltage proportional
to the fuel pressure
FUEL PRESSURE
TRANSMITTER
Cockpit indication
- Fuel filter pre-blockage
(Level 1 and 2)
- Fuel low pressure
- Pump and metering unit
fuel temperature
FUEL PRESSURE
TRANSMITTER
Fuel
pressure
FUEL PRESSURE
AND TEMPERATURE
TRANSMITTER
FUEL PRESSURE AND

Type:
Output signals:
- Electrical voltage proportional
to the fuel pressure
- Electrical current proportional
to the fuel temperature
EECU
FUEL PRESSURE
AND TEMPERATURE
TRANSMITTER
Electrical
connector
Low
pressure
To HP pump
FUEL PRESSURE AND TEMPERATURE TRANSMITTERS (2D)

6.25
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes

Description
Function
The low fuel pressure switch includes:
The low fuel pressure switch detects low pressure at the HP

pump intlet.
- A fuel inlet orifice
Position
- An electrical connector (connection with the instrument

panel).
- In the system: upstream of the HP pump

- On the engine: on the pump and metering unit assembly front
face above the LP pump.
- Type: diaphragm
- A diaphragm and a microswitch
The low fuel pressure switch is secured by two bolts on the

pump and metering unit assembly front face.
Operation
Normal engine running
- Setting: 50 kPa (7.2 PSI)
In normal operation the fuel pressure is sufficient to hold the

electrical contact open.
The warning light on the instrument panel is extinguished.
Low pressure operation

If the fuel filter downstream pressure drops below the low
fuel pressure switch setting, the electrical contact closes
and completes the circuit to the low fuel pressure warning
indication.

6.26
FUEL SYSTEM


LOW FUEL PRESSURE SWITCH (2B-2B1)
ARRIEL 2B-2B1-2D
Training Notes
LOW FUEL
PRESSURE SWITCH
ELECTRICAL
CONNECTOR
LOW FUEL
PRESSURE SWITCH
Type:
Diaphragm
Setting:
50 kPa (7.2 PSI)
Indication
Cockpit indication
LOW FUEL
PRESSURE SWITCH
Low fuel pressure
warning indication
From
LP pump
Indication
HP pump
LP pump
To metering unit
LOW FUEL PRESSURE SWITCH (2B-2B1)

6.27
FUEL SYSTEM


Fuel
pressure
ARRIEL 2B-2B1-2D
Training Notes

Operation
Function
The start purge valve permits a purge of air from the fuel system
before engine start.
When the aircraft starting pump is switched on, fuel is supplied

to the engine.
The start purge valve is open.
The fuel passes through the LP pump, the filter and returns to
the tank.
Position
- In the system: between the filter and the return line to the
fuel tank
- On the engine: on the upper part of the pump and metering
unit assembly.
As soon as engine start is selected:

- 2B: The metering unit outlet pressure acts on the piston to
close the start purge valve.
- 2B1: The HP pump outlet pressure acts on the piston to close
the start purge valve.
- Type: ball valve controlled by a piston and a spring.
Description
The start purge valve includes:
- A valve
- A piston
- A spring.

6.28
FUEL SYSTEM


STARTPURGEVALVE (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
PISTON
Indication
Purge
(to tank)
VALVE
Starting
pump
pressure
SPRING

unit assembly
Indication
START
PURGE VALVE
(open)
HP pump
(stopped)
From
metering unit
START
PURGE VALVE
Indication
Low
pressure
Indication
START
PURGE VALVE
(closed)
Low
pressure
From
metering unit
Indication
Indication
HP pump
(driven)
HP pump
(driven)
unit assembly
FUEL SYSTEM
PURGE
(before engine start)
2B: NORMAL
OPERATION
2B1: NORMAL
OPERATION
START PURGE VALVE (2B-2B1)

6.29
FUEL SYSTEM


START
PURGE VALVE
ARRIEL 2B-2B1-2D
Training Notes

Operation
Function
The start purge valve permits a purge of air from the fuel system
before engine start.
Position
- In the system: between the filter and the return line to the
fuel tank
- On the engine: on the upper part of the pump and metering
unit assembly.
As soon as the engine starts to rotate, the LP pump sends fuel

into the system.
The fuel passes through the filter and, initially, the start purge
valve opens, returning the fuel to the tank.
After a few seconds, the low pressure fuel supply acts on the
closing piston and closes the start purge valve.
Note: In association with the liquid-ring pump, this purge valve
uses the low fuel pressure to allow more efficient priming
of the system.
- Type: two pistons controlled by two springs.
Description
The start purge valve includes:
- A valve
- Two pistons
- Two springs.

6.30
FUEL SYSTEM


STARTPURGEVALVE (2D)
Training Notes
ARRIEL 2B-2B1-2D
CLOSING
PISTON
START
PURGE VALVE
START
PURGE VALVE
Purge
(to tank)


SPRINGS
OPENING
PISTON
START
PURGE VALVE
(open)
Low
pressure
START
PURGE VALVE
(closed)
Low
pressure
To HP
pump
Pump and metering
unit assembly
FUEL SYSTEM
PURGE
NORMAL
OPERATION
START PURGE VALVE (2D)

6.31
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

Description
Function
- Constant P valve
The metering unit controls the fuel flow in automatic mode in

response to signals from the EECU.
- Additional check valve
In the event of control system failure, it permits fuel flow control

in manual mode.


METERING UNIT - GENERAL (2B)
- Automatic control system

- Manual control system.
Position
- In the system: downstream of the HP pump
- On the engine: at the front part of the pump and metering
unit assembly.
- Automatic control by a stepper motor driving a metering
needle and a position transmitter
- Manual control by a mechanical unit.

6.32
FUEL SYSTEM
Training Notes
Automatic control by a stepper motor driving a

metering needle and a position transmitter
Manual control by a mechanical unit
ADDITIONAL
CHECK VALVE
MANUAL CONTROL
(connection with
the twist grip)
CONSTANT
P VALVE
To fuel valves
assembly
Return to
LP pump outlet
Low
pressure
MANUAL
CONTROL
METERING
NEEDLE
POSITION
TRANSMITTER
AUTOMATIC
CONTROL
STEPPER
MOTOR
HP pump
METERING UNIT - GENERAL (2B)

6.33
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
The twist grip and manual system are in the "neutral" notch.


METERING UNIT - AUTOMATIC CONTROL SYSTEM

(NORMAL OPERATION) (2B)
The metering needle position is controlled by the stepper

motor.
When the EECU commands a fuel flow increase or decrease
the stepper motor rotates and through the rack and pinion
mechanism, drives the metering needle control lever. The
metering needle has a rack and pinion mechanism which drives
the position transmitter which povides a metering needle position
signal (XMV) to the EECU.
The constant P valve returns the excess fuel to the LP pump
outlet and maintains a constant P across the metering needle.
Thus fuel flow is only a function of metering needle position,
unaffected by change of P.
During shut-down the metering needle is moved to the closed
position by the EECU.
During starting, the metering needle is positioned to permit
engagement of the manual control.

6.34
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
ADDITIONAL
CHECK VALVE
CONSTANT
P VALVE
AUTOMATIC CONTROL
SYSTEM
(normal operation)
To fuel valves
assembly
Fuel return
to LP pump
outlet
ADDITIONAL
CHECK VALVE
AUTOMATIC
CONTROL
Fuel
inlet
N
To fuel valves
assembly
MANUAL
CONTROL
P3
MANUAL
CONTROL
METERING
NEEDLE
CONTROL LEVER
+
STEPPER
MOTOR
CONSTANT
P VALVE
METERING
NEEDLE
METERING NEEDLE
POSITION TRANSMITTER
(XMV to EECU)
Fuel
inlet
Fuel return
to LP pump outlet
METERING UNIT - AUTOMATIC CONTROL SYSTEM (NORMAL OPERATION) (2B)

6.35
FUEL SYSTEM


METERING
NEEDLE
ARRIEL 2B-2B1-2D
Training Notes
Fuel flow increase demand

The stepper motor is " frozen ". The lower part of the metering
needle control lever is then fixed and acts as a pivot.
When the manual control (twist grip) is moved, the acceleration
controller lever engages on the metering needle control lever.
The metering needle moves according to the manual control
until it reaches the P3 capsule stop.
This provides an instant step of fuel flow increase caused by
the opening of the metering needle.
Should the manual control continue to move, the metering
needle control lever would temporarily declutch.
The metering needle opening is afterwards controlled by the
capsule compression caused by the progressive increase of
the P3 air pressure.
Fuel flow decrease demand

The manual control is moved in the closing direction (minus
range).
The metering needle control lever is pushed by the manual
control.
The metering needle is moved to close until it reaches the low
stop.
In the case of sudden manual control movement to close, the
load limiter reduces the load on the metering unit assembly
internal mechanism.
Manual engine shut-down

The engine can be shut-down by pulling the selector from "OFFIDLE-FLIGHT" to "OFF".
Thus, the fuel flow required is obtained without surge or

exceeding the limits.
The accerelation ends when the P3 capsule reaches its maximum
compression or when the metering needle control lever comes
into contact with the manual control lever (whichever occurs first).

6.36
FUEL SYSTEM


METERING UNIT - MANUAL CONTROL SYSTEM(2B)
Training Notes
ARRIEL 2B-2B1-2D
ADDITIONAL
CHECK VALVE
CONSTANT
P VALVE
MANUAL
CONTROL SYSTEM
fuel flow increase
fuel flow decrease
To fuel valves
assembly
Fuel return
to LP pump
outlet
MICROSWITCH
(neutral position signal
to EECU)
Fuel
inlet
MANUAL
CONTROL
OPENING
MANUAL CONTROL +
CLOSING
Load
limiter
ADDITIONAL
CHECK VALVE
ACCELERATION
CONTROLLER
To fuel
valves
assembly
P3
Low stop
METERING
NEEDLE
CONTROL LEVER
CONSTANT
P VALVE
METERING
NEEDLE
METERING NEEDLE
(XMV to EECU)
Fuel
inlet
Fuel return
to LP pump outlet
METERING UNIT - MANUAL CONTROL SYSTEM (2B)

6.37
FUEL SYSTEM


METERING
NEEDLE
ARRIEL 2B-2B1-2D
Training Notes

Mixed mode
Forced idle mode
If, during normal operation in automatic mode, the manual

control is moved out of the neutral notch by the pilot:
To permit autorotation training, a microswitch (forced idle) is

operated at the end of movement of the twist grip in the flow
decrease direction. When this switch is made its output to the
EECU causes the software to decelerate the engine to idle
(67% N1). The engine no longer supplies power to the aircraft
transmission and autorotation is possible. Return to normal
flight power is made as soon as the twist grip is moved off the
minimum stop and the microswitch opens.
- The neutral notch microswitch sends a signal to the electronic

control unit
- The electronic control unit outputs an indication to the
cockpit.
The position of the metering needle is still determined by the
electronic control unit.
Movements of the metering needle by the manual control are
immediately compensated by the stepper motor.
Note: In the event that the stepper motor reaches its mechanical
stops, further movement of the manual control would
be excessive and will not be compensated.

6.38
FUEL SYSTEM

METERING UNIT - FORCED IDLE MODE - MIXED

MODE (2B)
Training Notes
CONSTANT
P VALVE
METERING
NEEDLE
ADDITIONAL
CHECK VALVE
FORCED IDLE MODE

MIXED MODE
(flow reduction movement
example)
To fuel valves
assembly
Fuel return
to LP pump
outlet
Step 1
AUTOMATIC
CONTROL
Fuel
inlet
Step 2
MICROSWITCH
(neutral position signal
to EECU)
MANUAL
CONTROL
ACCELERATION
CONTROLLER
To fuel
valves
assembly
P3
ADDITIONAL
CHECK VALVE
MANUAL
CONTROL
N
FORCED IDLE
MICROSWITCH
LOAD
LIMITER
STEPPER
MOTOR
2
CONSTANT
P VALVE
METERING
NEEDLE
METERING NEEDLE
(XMV to EECU)
Fuel
inlet
Fuel return
to LP pump outlet
METERING UNIT - FORCED IDLE MODE - MIXED MODE (2B)

6.39
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes

Description
Function
- Constant P valve
The metering unit controls the fuel flow in automatic mode in

response to signals from the EECU.
- Automatic back-up control system
In the event of control system failure, it permits fuel flow control

in automatic back-up mode.


METERING UNIT - GENERAL (2B1-2D)
- Additional check valve

- Automatic control system.
Position
- In the system: downstream of the HP pump
- On the engine: at the front part of the pump and metering
unit assembly.
- Automatic control by a stepper motor driving a metering
needle and a position transmitter
- Back-up control by an automatic unit driving a by-pass
valve.

6.40
FUEL SYSTEM
Training Notes
Automatic control by a stepper motor driving a

metering needle and a postion transmitter
Manual control by a mechanical unit
METERING
NEEDLE
2B1
POSITION
TRANSMITTER
STEPPER
MOTOR
CONSTANT
P VALVE
ASSEMBLY
AUTOMATIC
BACK-UP
CONTROL
AUTOMATIC
BACK-UP
CONTROL
CONSTANT
P VALVE
ADDITIONAL
CHECK VALVE
To fuel valves
assembly
Return to
LP pump outlet
AUTOMATIC
CONTROL
Low
pressure
2D
STEPPER
MOTOR
POSITION
TRANSMITTER
Start purge
valve
HP pump
METERING UNIT - GENERAL (2B1-2D)

6.41
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes

Forced idle mode
Normal operation
To permit autorotation training, a microswitch (forced idle) is

operated at the end of movement of the twist grip to the idle
position. When this switch is closed its output to the EECU causes
the software to decelerate the engine to idle (67% N1).
In normal operation, the by-pass valve is closed to by-pass

and fully open to metering needle supply. This is the neutral
position.
The electronic control unit sends a signal to the cockpit.
The metering needle position is controlled by the stepper

motor.
The engine no longer supplies power to the aircraft transmission

and autorotation is possible.
When the EECU commands a fuel flow increase or decrease

the stepper motor rotates and through the rack and pinion
mechanism, drives the metering needle. The metering needle
has a rack and pinion mechanism which drives the position
transmitter which povides a metering needle position signal
(XMV) to the EECU.
Return to normal flight power is made as soon as the twist grip

is moved off the microswitch.
The constant P valve returns the excess fuel to the LP pump

outlet and maintains a constant pressure drop across the
metering needle. Thus fuel flow is only a function of metering
needle position, unaffected by changes of P.
2D: The constant P valve is double.
During shut-down the metering needle is moved to the closed
position by the EECU.
Note: NPS: Neutral position switch

6.42
FUEL SYSTEM

METERING UNIT - AUTOMATIC CONTROL

SYSTEM(2B1-2D)
Training Notes
ARRIEL 2B-2B1-2D
ADDITIONAL
CHECK VALVE
CONSTANT
P VALVE
To fuel valves
assembly
Fuel return
to LP pump
outlet
AUTOMATIC
BACK-UP
CONTROL
FORCED IDLE
MICROSWITCH
AUTOMATIC
CONTROL SYSTEM
METERING
NEEDLE
METERING
NEEDLE
DUAL
STEPPER
MOTOR
Fuel
inlet
ADDITIONAL
CHECK VALVE
To fuel
valves
assembly
Forced idle
control
BY-PASS
VALVE
XMV
EECU
METERING NEEDLE
POSITION
TRANSMITTER
CONSTANT
P VALVE
N2
ELECTRICAL
CONTROL UNIT
(EBCAU)
ELECTRICAL
ACTUATOR
AIRFRAME
ENGINE
NEUTRAL
POSITION
SWITCH
Fuel
inlet
Fuel return to
LP pump outlet
METERING UNIT - AUTOMATIC CONTROL SYSTEM (2B1-2D)

6.43
FUEL SYSTEM


AUTOMATIC
CONTROL
ARRIEL 2B-2B1-2D
Training Notes
The automatic back-up control system includes an electrical

control unit (EBCAU) in the aircraft and an electrical actuator
fitted on the pump and metering unit assembly linked to a
metering needle by-pass valve.
In the unlikely event of a total EECU failure, the stepper motor
will be frozen.
The EBCAU will maintain N2 at 100% with the electrical actuator
and the by-pass valve.
If the N2 decreases, it will command the actuator to open the
by-pass thus permitting an increased fuel flow in by-pass of
the metering needle.
If the N2 increases, the control unit will command the actuator
to rotate the by-pass valve in the opposite direction. This will
reduce the flow to the main metering needle without opening
the by-pass.
Note 1: There is a microswitch on the actuator which provides

a neutral position indication to the EECU.
Note 2: The EBCAU (Engine Back-up Control Auxiliary Unit)
and the electrical actuator are supplied by the aircraft
manufacturer.
Automatic back-up test procedure

On the EC 130, a periodic test of the automatic back-up control
system must be carried out.
This procedure is described in the flight manual and requires
selection of "TEST" mode to test the system during a ground run.
Note: The operating procedures are considered for training
purposes only. Refer to the aircraft manual.
The rate of engine acceleration and deceleration is a function

of the speed of movement of the actuator which is designed to
avoid the possibility of surge or flame-out.

6.44
FUEL SYSTEM


METERING UNIT - AUTOMATIC BACK-UP CONTROL

SYSTEM (2B1-2D)
Training Notes
ARRIEL 2B-2B1-2D
ADDITIONAL
CHECK VALVE
CONSTANT
P VALVE
EBCAU "Test"
button
AUTOMATIC BACK-UP
CONTROL SYSTEM
EBCAU TEST
NFT
To fuel valves
assembly
Fuel return
to LP pump
outlet
TEST
- ON
- OFF
TRIM
AUTOMATIC
BACK-UP TEST
AUTOMATIC
CONTROL
AUTOMATIC
BACK-UP
CONTROL
2B1
METERING
NEEDLE
ADDITIONAL
CHECK VALVE
To fuel
valves
assembly
DUAL
STEPPER
MOTOR
Fuel
inlet
METERING NEEDLE
POSITION
TRANSMITTER
EECU
CONSTANT
P VALVE
N2
ELECTRICAL
CONTROL UNIT
(EBCAU)
ELECTRICAL
ACTUATOR
AIRFRAME
+
-
ENGINE
NEUTRAL
POSITION
SWITCH
Fuel
inlet
BY-PASS
VALVE
Fuel return
to LP pump outlet
METERING UNIT - AUTOMATIC BACK-UP CONTROL SYSTEM (2B1-2D)

6.45
FUEL SYSTEM


BY-PASS
VALVE
ARRIEL 2B-2B1-2D
Training Notes
FUEL VALVES ASSEMBLY

Start electro-valve
Function
The fuel valves assembly distributes the fuel to the injection
system.
This valve allows either fuel or air to flow to the start injectors.
It is a 3-way, mono-stable valve. It consists of a solenoid which
controls a double valve. The three ways are: the fuel inlet, the
air inlet and the outlet to the injectors.
Stop electro-valve
Position
- In the system: between the metering unit and the injection
system
- On the engine: on a support at the upper part of the centrifugal
compressor casing.
- Assembly which comprises electro-valves and
hydromechanical valves
- Setting of the pressurising valve: 300 kPa (43.5 PSI)
This valve controls the fuel flow to the injection system. It is a

bi-stable type valve and consists of a solenoid with two coils
(open and close) and a two position valve.
Pressurising valve
During starting this valve ensures priority of flow to the start
injectors. It is a ball valve which is spring-loaded closed.
Stop purge valve

The valve purges the centrifugal injection wheel during engine
shut-down to prevent carbonisation of residual fuel. It is a double
differential valve actuated by fuel pressure and a spring.
- Setting of the stop purge valve: 1300 kPa (188.5 PSI).
Description
This assembly includes the start electro-valve, the stop electrovalve, the pressurising valve and the stop purge valve (injection
wheel purge).

6.46
FUEL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes
START
ELECTRO-VALVE
STOP
ELECTRO-VALVE
Fuel valves assembly:

- Electro-valves
- Hydromechanical valves
Pressurising valve setting:
300 kPa (43.5 PSI)
FUEL VALVES
ASSEMBLY
PRESSURISING
STOP
VALVE
PURGE VALVE
PRESSURISING
VALVE
Stop purge valve setting:

1300 kPa (188.5 PSI)
Purge
(to tank)
From
metering unit
STOP
ELECTRO-VALVE
P3
Fuel
injection
system
START
ELECTRO-VALVE

6.47
FUEL SYSTEM


FUEL VALVES
ASSEMBLY
ARRIEL 2B-2B1-2D
Training Notes

The following phases are considered: starting, normal running
and shut-down.
Shut-down - Injection wheel purge

When Stop is selected:
- The stop electro-valve is energised and closes
Starting
When start is selected, the start electro-valve and the stop
electro-valve are electrically supplied. The valves open and
permit the fuel supply to the start injectors.
When there is sufficient fuel pressure (300 kPa / 43.5 PSI),
the pressurising valve opens and fuel flows to the centrifugal
injection wheel.
When the engine reaches self-sustaining speed (approx.
45%N1) the electrical supply to the start electro-valve is cut.
The valve closes the fuel supply and opens the P3 air supply
to ventilate the start injectors.
- The pressurising valve closes

- The injection wheel is no longer supplied with fuel
- The engine shuts-down
- The sudden but brief pressure rise, upstream of the stop
electro-valve, causes the stop purge valve to temporarily
open against its spring. The residual fuel is then returned
to the tank.
As the fuel pressure decreases, the stop purge valve closes
under the action of its spring.
Normal running
In this condition the fuel is supplied to the centrifugal injection
wheel and the start injectors are still ventilated with P3 air.

6.48
FUEL SYSTEM


OPERATION (2B-2B1)
ARRIEL 2B-2B1-2D
Pressurising
valve
Stop
electro-valve


Stop
purge
valve
Training Notes
Fuel
injection
system
Start
electro-valve
INITIAL PHASE OF STARTING
ENGINE STOPPED
ACCELERATION UP TO
SELF-SUSTAINING SPEED
P3
P3
P3
SELF-SUSTAINING SPEED, NORMAL RUNNING
P3
SHUT-DOWN - INJECTION WHEEL PURGE
OPERATION (2B-2B1)

6.49
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

Start electro-valve
Function
The fuel valves assembly distributes the fuel to the injection
system.
This valve allows fuel to flow to the start injectors. It is a 2-way,

mono-stable valve and consists of a solenoid which controls
a double valve. The two ways are: the fuel inlet and the fuel
outlet to the start injectors.
Position
Stop electro-valve
- In the system: between the metering unit and the injection

system
This valve controls the fuel flow to the injection system. It is a

bi-stable type valve and consists of a solenoid with two coils
(open and close) and a two position valve.
- On the engine: on a support at the upper part of the centrifugal

compressor casing.
Pressurising valve
During starting this valve ensures priority of flow to the start

injectors. It is a ball valve which is spring-loaded closed.
- Assembly which comprises electro-valves and

hydromechanical valves
Stop purge valve
- Setting of the stop purge valve: 1300 kPa (188.5 PSI)
The valve purges the centrifugal injection wheel during engine

shut-down to prevent carbonisation of residual fuel. It is a ball
valve which is spring loaded closed.
- Setting of the start injectors purge valve: 40 kPa (5.8 PSI).
Start injectors purge valve
Description
This assembly includes a non-return valve and a free ball valve.

It ensures the starting injectors purge by the P3 air pressure.
- Setting of the pressurising valve: 360 kPa (52.2 PSI)
This assembly includes the start electro-valve, the stop electrovalve, the pressurising valve and the stop purge valve (injection
wheel purge).

6.50
FUEL SYSTEM

PRESENTATION (2D)
ARRIEL 2B-2B1-2D
STOP
PURGE VALVE
PRESSURISING
VALVE
Fuel valves assembly:

- Electro-valves
- Hydromechanical valves
Pressurising valve setting:
360 kPa (52.2 PSI)
Stop purge valve setting:
1300 kPa (188.5 PSI)
START
ELECTRO-VALVE
Start injectors purge valve setting:

40 kPa (5.8 PSI)
Stop
purge valve
Stop
Pressurising
electro-valve
valve
Engine
fuel inlet
union
Purge
(to tank)
FUEL VALVES
ASSEMBLY
Centrifugal
wheel
START INJECTORS
PURGE VALVE
FUEL
INJECTION
SYSTEM
FUEL VALVES
ASSEMBLY
Start
electro-valve
Start
injectors
Combustion
chamber
drain valve
START
INJECTORS
PURGE
VALVE
P3
PRESENTATION (2D)

6.51
FUEL SYSTEM


STOP
ELECTRO-VALVE
Training Notes
ARRIEL 2B-2B1-2D
Training Notes

The following phases are considered: starting, normal running
and shut-down.
Shut-down - Injection wheel purge

When Stop is selected:
- The stop electro-valve is energised and closes
Starting
When start is selected, the start electro-valve and the stop
electro-valve are electrically supplied. The valves open and
permit the fuel supply to the start injectors.
When there is sufficient fuel pressure (360 kPa / 52.2 PSI),
the pressurising valve opens and fuel flows to the centrifugal
injection wheel.
When the engine speed reaches 61% of N1, the electrical
supply to the start electro-valve is cut off. The valve closes the
fuel supply to the start injectors.
- The pressurising valve closes

- The injection wheel is no longer supplied with fuel
- The engine shuts-down
- The sudden but brief pressure rise, upstream of the stop
electro-valve, causes the stop purge valve to temporarily
open against its spring. The residual fuel is then returned to
the tank.
As the fuel pressure decreases, the stop purge valve closes
under the action of its spring.
The start injectors purge valve opens to vent the start injectors
with P3 air.
The start purge valve opens to vent the start injectors by P3
air.
Normal running
In this condition the fuel is supplied to the centrifugal injection
wheel and the start injectors are still ventilated with P3 air.

6.52
FUEL SYSTEM


OPERATION (2D)
Training Notes
ARRIEL 2B-2B1-2D
Pressurising
valve
Stop
electro-valve
Start
electro-valve


Stop purge
valve
Fuel
injection
system
Start injectors
purge valve
ACCELERATION UP TO
APPROX. 61% N1
INITIAL PHASE OF STARTING
ENGINE STOPPED
P3
P3
P3
P3
APPROX. 61% N1, NORMAL RUNNING
SHUT-DOWN - INJECTION WHEEL PURGE
OPERATION (2D)

6.53
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
START INJECTORS
- Filter
- Nut
The two start injectors spray fuel into the combustion chamber
during engine starting.
- Jet
Position
They are secured by two bolts onto bosses with seals and
spacers to prevent leaks and adjust the depth of penetration
into the combustion chamber.
- In the system: downstream of the start electro-valve

- On the engine: on the upper half of the turbine casing at 2
o'clock and 10 o'clock
- Shroud.
Operation
Starting
- They penetrate into the mixer unit.
During starting the injectors are supplied with fuel.
- Type: simple injector
The fuel is atomised and is ignited by the sparks from the igniter
plugs. The flame thus produced, ignites the fuel sprayed by the
centrifugal injection wheel.
- Quantity: 2
Normal running
- Ventilation: by air flow.
When the engine reaches self-sustaining speed (approx. 45%)

the fuel supply to the injectors is shut off.
Main components
P3 air is then blown through the injectors to avoid carbonisation

of the residual fuel.
- Injector body
- Fuel inlet (threaded to receive a union)
- Spacers and seals (depth adjustment)

It should be noted that ventilation is continuous during engine

running.
2D: The fuel supply to the start injectors is cut off at the end of
the starting sequence (approx. 61% of N1).
6.54
FUEL SYSTEM


Function
Training Notes
ARRIEL 2B-2B1-2D
Quantity:
2
Ventilation:
By air flow
Ignition plug
sparks
From
metering unit
2B/2B1
SPRAYING
JET
INJECTOR
Fuel
inlet
Start
electro-valve
(open)
Fuel inlet
from fuel
valves assembly
START
INJECTOR
SPACERS AND
SEALS
SHROUD
NUT
FILTER
2B/2B1
JET
Airflow
direction
SUPPLY TO
START
INJECTORS
STARTING
2D
From
metering unit
Start
electro-valve
(in ventilation position)
START INJECTORS
2D

Type:
Simple injector
P3
P3
VENTILATION
OF START
INJECTORS
NORMAL RUNNING
(2B-2B1: 45% of N1; 2D: 61% of N1)
6.55
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
MAIN INJECTION SYSTEM
The main injection system sprays fuel into the combustion

chamber to give stable and efficient combustion.
Position
- In the system: downstream of the fuel valves assembly
- On the engine: inside the combustion chamber. The injection
wheel is mounted between the centrifugal compressor and
the turbine shaft.
The restrictor is used to increase the union upstream pressure

thus to improve the pump and metering unit assembly P valve
operation.
The leak test plug helps to check the internal sealing of the
union (there should not be any leak).
Internal supply pipe

This pipe connects the inlet union to the fuel distributor.
Centrifugal injection assembly
- Radial fuel supply.
This assembly consists of a stationary distributor and an injection

wheel. The distributor is drilled with holes which deliver the
fuel to the wheel. The injection wheel, mounted between the
compressor and the turbine shaft, is drilled with holes which
form the fuel spraying jets. Sealing between the distributor and
the wheel is achieved by pressurised labyrinth seals.
Description
Operation
The main injection system comprises the combustion chamber

fuel inlet union, the internal supply pipe and the centrifugal
injection assembly.
As the centrifugal injection wheel is rotating at high speed (N1)

the fuel is centrifuged out through the radial holes and is sprayed
between the two swirl plates.
Combustion chamber fuel inlet union
It should be noted that the injection pressure is supplied by the

centrifugal force and therefore the fuel system does not require
very high pressures.
- Type: centrifugal injection
The union ensures transfer of the fuel from the external pipe to
the internal supply pipe.
Fitted at the lower right front face of the compressor casing, it
has a restrictor and a leak test plug.

The injection wheel fuel chamber is sealed by pressurised

labyrinth seals. There is a small air flow into the fuel chamber.
During shut-down the fuel remaining in the system is purged
via the fuel valves assembly.
6.56
FUEL SYSTEM


Function
Training Notes
ARRIEL 2B-2B1-2D
Radial fuel supply
From
metering unit
CENTRIFUGAL
WHEEL
CENTRIFUGAL
INJECTION WHEEL
(with spraying jets)
Pressurising
valve
Fuel spraying
into the
combustion
chamber
COMBUSTION CHAMBER
FUEL INLET UNION
DISTRIBUTOR
INTERNAL
SUPPLY PIPE
DISTRIBUTOR
COMBUSTION CHAMBER
FUEL INLET UNION
Fuel
inlet
Restrictor
O'ring
seals
Leak test Copper

seal
plug
COMBUSTION CHAMBER
FUEL INLET UNION
MAIN INJECTION SYSTEM

INTERNAL
SUPPLY PIPE
6.57
FUEL SYSTEM


Type:
Centrifugal injection
ARRIEL 2B-2B1-2D
Training Notes
COMBUSTION CHAMBER DRAIN VALVE

Operation
The valve drains overboard any unburnt fuel remaining in the

combustion chamber.
The valve has two positions: open and closed.
Position
When the engine is not running and at the beginning of start,

the valve is held open by the action of the spring.
- On the engine: at the bottom of the turbine casing.
"Open" position
- Type: piston valve
Any unburnt fuel in the combustion chamber will drain through

the valve overboard to the drain system. This ensures that no
fuel accumulates in the combustion chamber which could cause
starting problems (e.g.: overtemperature).
- Setting: closing threshold as a function of N1 and P0.
"Closed" position
Description
As the engine starts the P3 combustion chamber pressure

increases. This pressure is felt on the upper surface of the valve
which moves down to close the drain.
The drain valve includes the following components:

- A copper seal
The valve closes during starting when the P3 pressure reaches

a given threshold as a function of N1 and P0.
- A piston valve held open by a spring

- An outlet union which connects to the drain system.

6.58
FUEL SYSTEM

Function
Training Notes
SPRING
(keeping the
valve open)
COPPER
SEAL
PISTON
VALVE
Type:
Piston valve
COMBUSTION
CHAMBER
DRAIN VALVE
Setting:
Closing threshold as a function of N1 and P0
Fuel
injection
system
OUTLET
UNION
Unburnt
fuel
Valve
open
DRAIN
VALVE
Turbine
casing
Valve
closed
To drain
system
"OPEN" POSITION
COMBUSTION CHAMBER DRAIN VALVE

P3 air
pressure
"CLOSED" POSITION
6.59
FUEL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
FUEL SYSTEM - OPERATION (2B-2B1)

- The LP and HP pumps do not operate and there is no pressure
in the system
- The constant P valve is closed
2B: At each power-up, after the initialization phase, the metering

needle is positioned to permit the engagement of the manual
control should this be necessary. The closing coil of the
stop electro-valve is energised.
2B1: At each power-up, after the initialization phase, the
metering needle is set to a "basic" fuel flow position in
order to ensure a correct ignition in combustion chamber
and the closing coil of the stop electro-valve is energised.
- The stop electro-valve is closed

- The pressurising valve is closed
- The additional check valve is closed
- The start purge valve is closed
- The stop purge valve is closed
- The start electro-valve is in the ventilation position (no electrical
supply)
- The combustion chamber drain valve is open.

6.60
FUEL SYSTEM


PRE-START
Training Notes
ARRIEL 2B-2B1-2D
PRESSURISING
STOP
VALVE
ELECTRO-VALVE
(closed)
(closed)
ADDITIONAL
CHECK VALVE
(closed)
CONSTANT
P VALVE
(closed)
Indication
START
ELECTRO-VALVE
Indication
LP PUMP
(stopped)
HP PUMP
(stopped)
START
PURGE VALVE
(closed)
COMBUSTION CHAMBER
DRAIN VALVE
(open)
Restrictor
PRE-START

6.61
FUEL SYSTEM


STOP
PURGE VALVE
(closed)
ARRIEL 2B-2B1-2D
Training Notes

Before starting, the starting pump is switched on. The low
pressure fuel flows through the LP pump and filter, and is
returned to the tank through the start purge valve.


FUEL SYSTEM PURGE
This purge must be carried out before each start, for 15 to 20

sec.

6.62
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
STARTING PUMP PRESSURE


Restrictor
Indication
Purge
(to tank)
LP PUMP
(stopped)
Indication
Fuel inlet
(starting pump pressure)
HP PUMP
(stopped)
START PURGE
VALVE
(open)
FUEL SYSTEM PURGE

6.63
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

When start is selected, the start accessories are electrically
supplied. The stop electro-valve opens and the start electrovalve moves to its "fuel supply" position.
Note: The combustion chamber drain valve closes during

starting when the pressure reaches a given threshold
as a function of N1 and P0.

STARTING
The pumps are driven at a speed proportional to N1.

The fuel flow is metered by the metering unit according to control
laws determined by the Engine Electronic Control Unit.
The additional check valve ensures the operation of the constant
P valve when the HP pump pressure is very low. It increases
the HP fuel pressure during starting, particularly at altitude.
The start purge valve is closed by the metering unit outlet
pressure.
The constant P valve operates and returns the excess fuel to
the LP pump outlet.
The pressurising valve permits the supply to the start injectors
first, and then to the centrifugal wheel.
At the end of starting, the start accessories are de-energised.
The start electro valve closes and allows the ventilation of the
start injectors by P3 air.
The gas generator rotation speed is stabilised at a controlled
value.

6.64
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
PRESSURISING
VALVE (open)
STARTING PUMP PRESSURE

HIGH PRESSURE


LOW PRESSURE
CENTRIFUGAL
WHEEL
(supplied)
ADDITIONAL
CHECK VALVE
(open)
METERED FUEL
Restrictor
CONSTANT
P VALVE
(in control)
Indication
LP PUMP
(driven)
Indication
Fuel inlet
HP PUMP
(driven)
STOP
START
ELECTRO-VALVE
INJECTORS
(electrically supplied) (supplied)
START PURGE
VALVE
(closed)
START
ELECTRO-VALVE
("fuel supply" position)
STARTING

6.65
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
Normal running


NORMAL RUNNING - BACK-UP CONTROL
The required fuel flow is metered by the metering needle. The

metering needle position is determined by the Engine Electronic
Control Unit.
The HP pump always supplies more fuel than the engine
requires. The excess fuel returns to the LP pump outlet through
the constant P valve.
The start injectors are continuously ventilated by P3 air
circulation.
Back-up control
2B: The manual control provides a back-up control of the
fuel flow.
B1: In the unlikely event of a total automatic control system
2
failure, a back-up control system will ensure the correct
fuel flow.

6.66
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
LP PUMP SUCTION
LOW PRESSURE
HIGH PRESSURE
CENTRIFUGAL
WHEEL
(supplied)

PRESSURISING
VALVE
(open)
2B1: AUTOMATIC
BACK-UP CONTROL
In the event of a control system failure,
an automatic back-up control system
will ensure the correct fuel flow.
METERED FUEL
P3 AIR
Restrictor
CONSTANT
P VALVE
(in control)
P3
Indication
START
INJECTORS
(ventilated)
Indication
START
ELECTRO-VALVE
(ventilation position)
2B: MANUAL CONTROL
Fuel inlet
The manual control provides a back-up control of

the fuel flow in case of a control system failure.

6.67
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

The engine stop selection electrically supplies the stop electrovalve to close. The fuel pressure drops, the pressurising valve
closes. The fuel supply to the injection wheel is cut and the
engine stops.


SHUT-DOWN
The stop purge valve opens briefly to drain the fuel from the
injection line to the tank.
The EECU controls the closing of the stepper motor.
Note: The electrical signal to the stepper motor is delayed
in order to detect a failure to close of the stop electrovalve.

6.68
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
STOP
PURGE VALVE
(open)
STOP
PRESSURISING
ELECTRO-VALVE
VALVE
(electrically supplied)
(closed)
Momentary purge
(to tank)
P3
P3
Indication
P3
Combustion
chamber
drain valve
(open)
Indication
The electrical signal to the stepper motor is

delayed in order to detect a failure to close
of the stop electro-valve.
To drain
collector
SHUT-DOWN

6.69
FUEL SYSTEM


Restrictor
ARRIEL 2B-2B1-2D
Training Notes
FUEL SYSTEM - OPERATION (2D)

- The LP and HP pumps do not operate and there is no pressure
in the system
Note: At each power-up, after the initialization phase, the

metering needle is set to a "basic" fuel flow position in
order to ensure a correct ignition in combustion chamber.
- The constant P valve assembly is closed

- The stop electro-valve is closed
- The pressurising valve is closed
- The additional check valve is closed
- The start purge valve is closed
- The stop purge valve is closed
- The start electro-valve is closed
- The start injectors purge valve is closed
- The combustion chamber drain valve is open.

6.70
FUEL SYSTEM


PRE-START
Training Notes
ARRIEL 2B-2B1-2D
CONSTANT
P VALVE
ASSEMBLY
(closed)
PRESSURISING
STOP
VALVE
ELECTRO-VALVE
(closed)
(closed)

STOP
PURGE VALVE
(closed)
ADDITIONAL
CHECK VALVE
(closed)
START
ELECTRO-VALVE
(closed)
LP PUMP
(stopped)
HP PUMP
(stopped)
START
PURGE VALVE
(closed)
START INJECTORS
PURGE VALVE
(closed)
COMBUSTION CHAMBER
DRAIN VALVE
(open)
Restrictor
PRE-START

6.71
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

As soon as the engine starts to rotate, the LP pump sends fuel
into the system.


FUEL SYSTEM PURGE
The fuel passes through the filter and, initially, the start purge
valve opens, returning the fuel to the tank.
After a few seconds, the low pressure fuel supply acts on the
close piston and closes the start purge valve.
Note: Compared to the ARRIEL 2B-2B1 engine variants, the
closing of the start purge valve is controlled by low fuel
pressure. This device improves self-priming of the fuel
system.

6.72
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
LP PUMP SUCTION
Restrictor


LOW PRESSURE
Purge
(to tank)
Fuel
inlet
LP PUMP
HP PUMP
START PURGE
VALVE
(open)
FUEL SYSTEM PURGE

6.73
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

When start is selected, the start accessories are electrically
supplied. The stop electro-valve and start electro-valve open.
The pumps are driven at a speed proportional to N1.
The gas generator rotation speed is stabilised at a controlled

value.
Note: The combustion chamber drain valve closes during
starting when the pressure reaches a given threshold
as a function of N1 and P0.
The fuel flow is metered by the metering unit according to control

laws determined by the Engine Electronic Control Unit.
The additional check valve ensures the operation of the constant
P valve when the HP pump pressure is very low. It increases
the HP fuel pressure during starting, particularly at altitude.
The constant P valve operates and returns the excess fuel
to the LP pump outlet. If the main P valve fails, the auxiliary
P operates.
The pressurising valve permits the supply to the start injectors
first, and then to the centrifugal wheel.
When N1 > 30% and T4.5 > 400C, the electrical supply to the
ignition system is cut off, so the system no longer produces
sparks. Above 61% of N1, the electrical supply to the starter
and start electro-valve is cut off. The start electro-valve closes
and cuts off the fuel supply to the start injectors.
The P3 air pressure opens the start injectors purge valve and
allows the ventilation of the start injectors by P3 air.

6.74
FUEL SYSTEM


STARTING
Training Notes
ARRIEL 2B-2B1-2D
STOP
PURGE VALVE
(closed)
LP PUMP SUCTION
HIGH PRESSURE
METERED FUEL
CONSTANT
P VALVE
ASSEMBLY
(in control)
Restrictor
ADDITIONAL
CHECK VALVE
(open)
CENTRIFUGAL
WHEEL
(supplied)
START
ELECTRO-VALVE
START INJECTORS
PURGE VALVE
(open)
Fuel
inlet
LP PUMP
(driven)
HP PUMP
(driven)
START PURGE
VALVE
(closed)
START
INJECTORS
(supplied)
COMBUSTION CHAMBER
DRAIN VALVE
(closed)
STARTING

6.75
FUEL SYSTEM


LOW PRESSURE
PRESSURISING
STOP
VALVE
ELECTRO-VALVE
(open)
ARRIEL 2B-2B1-2D
Training Notes
Normal running


The required fuel flow is metered by the metering needle. The

metering needle position is determined by the Engine Electronic
Control Unit.
The HP pump always supplies more fuel than the engine
requires. The excess fuel returns to the LP pump outlet through
the constant P valve.
The start injectors are continuously ventilated by P3 air
circulation.
Back-up control
In the event of a control system failure, an automatic back-up
control system will ensure the correct fuel flow.

6.76
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
HIGH PRESSURE
METERED FUEL
CONSTANT
P VALVE
ASSEMBLY
(in control)
Restrictor
In the event of a control system failure,

an automatic back-up control system
will ensure the correct fuel flow.
ADDITIONAL
CHECK VALVE
(open)
START
ELECTRO-VALVE
(closed)
START INJECTORS
PURGE VALVE
Fuel
inlet
LP PUMP
(driven)
CENTRIFUGAL
WHEEL
(supplied)
P3
START
INJECTORS
(ventilated)
HP PUMP
(driven)

6.77
FUEL SYSTEM


LOW PRESSURE
P3 AIR
PRESSURISING
VALVE
(open)
AUTOMATIC
BACK-UP CONTROL
LP PUMP SUCTION
ARRIEL 2B-2B1-2D
Training Notes

The engine stop selection electrically supplies the stop electrovalve to close. The fuel pressure drops, the pressurising valve
closes. The fuel supply to the injection wheel is cut and the
engine stops.


SHUT-DOWN
The stop purge valve opens briefly to drain the fuel from the
injection line to the tank.
The EECU controls the closing of the stepper motor.
Note: The electrical signal to the stepper motor is delayed
in order to detect a failure to close of the stop electrovalve.

6.78
FUEL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
PRESSURISING
STOP
VALVE
ELECTRO-VALVE
(closed)
Momentary purge
(to tank)
P3
P3
START INJECTORS
PURGE VALVE
The electrical signal to the stepper motor is

delayed in order to detect a failure to close
of the stop electro-valve.
P3
COMBUSTION
CHAMBER
DRAIN VALVE
(open)
To drain
collector
SHUT-DOWN

6.79
FUEL SYSTEM


Restrictor
ARRIEL 2B-2B1-2D
Training Notes
EXTERNAL FUEL PIPES
The fuel pipes ensure the circulation of fuel between the

components of the system.


Function
- Type of pipes: rigid, stainless steel
- Type of unions: standard.
Main pipes
- Fuel inlet from aircraft fuel system to LP pump (aircraft
manufacturer's supply)
- From LP pump to oil filter (heat exchanger)
- From oil filter to fuel filter
- From pump and metering unit assembly to fuel valves
assembly
- From valve assembly to start injectors (x 2)
- From fuel valves assembly and pump and metering unit
assembly to tank (injection wheel and start purge valve)
- From fuel valves assembly to injection wheel
- From fuel pump drive drain to drain collector.
6.80
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
FUEL VALVES
ASSEMBLY / LEFT
START INJECTOR
OIL FILTER /
FUEL FILTER
2B/2B1
Indication
Indication
2D
FUEL VALVES
ASSEMBLY / RIGHT
START INJECTOR
FUEL VALVES
ASSEMBLY / INJECTION
WHEEL
START
PURGE OUTLET
Drain
collector
COMBUSTION
CHAMBER DRAIN
PUMP AND METERING

UNIT ASSEMBLY /
FUEL VALVES
ASSEMBLY
Type of pipes:
Rigid, stainless steel
Type of unions:
Standard
Fuel
inlet
FUEL VALVES ASSEMBLY / PUMP AND

METERING UNIT ASSEMBLY /
FUEL TANK (injection wheel and
start purge valve)
COMBUSTION
CHAMBER DRAIN
EXTERNAL FUEL PIPES

FUEL PUMP
DRIVE DRAIN /
DRAIN COLLECTOR
6.81
FUEL SYSTEM


LP PUMP /
OIL FILTER
(heat exchanger)
ARRIEL 2B-2B1-2D
Training Notes
FUEL SYSTEM - 1ST LINE MAINTENANCE


objectives.

flight safety.


6.82
FUEL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D

- Check the oil system
Check the visual blockage indicator of the fuel filter
- Injection wheel
Permeability inspection
- Pump and metering unit assembly
Replacement
- Pre-blockage pressure switch of the fuel
filter
Test
- Low pressure switch
Tests
- Turbine casing drain valve
Tests
- Fuel system purge line components
Check
Chap. 72
Chap. 73
Chap. 73
Chap. 73
Chap. 71
Chap. 72

- Fuel filtering element
Replacement
Before
carrying out any
Letters.

Tightening check
Check and inspection
Inspection
- Jet union
Test
Chap. 73
Chap. 70
Chap. 71
Chap. 73
Chap. 72

6.83
FUEL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


objectives.

flight safety.


6.84
FUEL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D

Tests
- Injection wheel
Permeability inspection

- Start injector purge valve of adjusted
assembly
Check
Chap. 73
- Constant P valve
Inspection (including membrane
replacement and functional test of
auxiliary valve)
Note: Remove HMU and send it back to a
Turbomeca-approved Repair Centre
Chap. 73
- Module 03
Checking of fluids discharged during
injection wheel bleeding and checking
of fluids discharged in tank fuel return
pipe
- Fuel pressure transmitter
Functional test
- Fuel pressure and temperature transmitter
Functional test
- Fuel filtering element
Replacement
Chap. 71
Chap. 72
Chap. 73
Chap. 73
Chap. 73
Chap. 73
Before
carrying out any
Letters.

6.85
FUEL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes





6.86
FUEL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
- Start injectors and igniter plugs
Adjustment
Chap. 72
- Fuel system
Procedure in case of external leak
Chap. 73

Inspection
Tests
Chap. 73
- Start electro-valve
Sealing test
Chap. 73
- Stop electro-valve
Chap. 73
- Tubes and the unions of the fuel system

Chap. 73

Inspection
Tests
Chap. 73

Start purge supply tube
Replacement of the seal
Fuel filtering element
Fuel filter visual blockage indicator
Chap. 73
- 2B-2B1: Pump and metering unit assembly

Chap. 73
Before
carrying out any
Letters.

6.87
FUEL SYSTEM




ARRIEL 2B-2B1-2D
Training Notes


7 - CONTROL SYSTEM
- Control system presentation ............................................................... 7.2
- Engine Electronic Control Unit (73-21-00) .......................................... 7.10
- Control system - Operation.................................................................. 7.14
- Control system - Indication and monitoring...................................... 7.30
- Control system - General operation.................................................... 7.40
- Control system - 1st line maintenance............................................... 7.42 - 7.51
7.1
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
CONTROL SYSTEM PRESENTATION

Main components
Functions
- Engine Electronic Control Unit (EECU)
The system is designed to adapt the engine to the aircraft power

requirements whilst remaining within defined limits.
- Engine (engine and systems)
The main functions are:


GENERAL
- Aircraft: various systems (control, indication, supply).
- Starting
- Speed control
- Various limits
- System monitoring and failure management
- Maintenance aid.
- 2B: Single channel, digital, electronic control system
- 2B1-2D: Dual channel, digital, electronic control system
- Redundant electrical supply (from the aircraft and from the
engine alternator).

7.2
CONTROL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
2B:
Single channel, digital, electronic
control system


2B1-2D:
Dual channel, digital, electronic
control system
AIRCRAFT
(various systems)
ENGINE ELECTRONIC
CONTROL UNIT
(EECU)
- Redundant electrical supply (from the

aircraft and from the engine alternator)
MAIN FUNCTIONS
- Starting
- Speed control
- Various limits
- System monitoring and failure management
ENGINE
(engine and systems)
- Maintenance aid
GENERAL

7.3
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

The complete system includes aircraft components, engine
components and the EECU.
Aircraft components
- Switches, buttons, etc. (logic and analog signals)
- Indicators, warning lights, etc.
- EECU power supply
- Start and stop selection logic.
Engine components
- Hydromechanical components:
LP pump
Fuel filter
HP pump
Metering unit (with manual control)
Check valve
Start injection
Main injection system

- Electrical components:
Control system sensors
Indication system sensors
Dedicated alternator
Bleed valve position microswitch
Forced idle microswitch
Metering needle position transmitter
Stop electro-valve
Start electro-valve
Neutral position switch (NPS)
Ignition unit
Starter.


DESCRIPTION (2B)
Engine Electronic Control Unit (EECU)

Computer which controls and monitors the engine.
- Digital, single channel
- Mounted in the aircraft
- Serial data link with the aircraft.
7.4
CONTROL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
Fuel inlet
LP
PUMP
Start
Stop
Start accessory
control
ENGINE
FUEL
FILTER
HP
PUMP
Manual control
neutral position switch
CONTROL
SENSORS
ALTERNATOR
SUPPLY
Forced idle
INDICATION
SENSORS
Metering needle feedback
Firewall
A/C START AND STOP LOGIC
EECU
Metering needle control
AIRCRAFT
A/C 28 VDC
SUPPLY
Low fuel pressure indication
Filter pre-blockage indication
A/C CONTROLS AND

INSTRUMENTS
BLEED
VALVE
IGNITION
UNIT
STOP
ELECTROVALVE
METERING
UNIT
PRESSURISING
VALVE
STARTER
Main
injection
PUMP - METERING UNIT ASSEMBLY

MANUAL
CONTROL
(AIRCRAFT)
P3
FUEL VALVES
ASSEMBLY
START
ELECTRO-VALVE
Start
injection
P3
DESCRIPTION (2B)

7.5
CONTROL SYSTEM


Stop
ARRIEL 2B-2B1-2D
Training Notes

The complete system includes aircraft components, engine
components and the EECU.
Aircraft components
- Control components (logic and analog signals)
- Monitoring components (indicators, warning lights, ...)
- EECU power supply
- Start and stop selection logic
- Engine Back up Control Auxiliary Unit (EBCAU).
Engine components
- Hydromechanical components:
LP pump
Fuel filter
HP pump
Metering unit (with automatic back-up)
Check valve
Start injection
Main injection system

- Electrical components:
Control sensors
Indication sensors
Forced idle microswitch
Bleed valve position microswitch
Metering needle position transmitter
Stepper motor
Stop electro-valve
Start electro-valve
Neutral position switch (NPS)
Electrical actuator
Ignition unit
Starter.
Engine Electronic Control Unit (EECU)

Computer which controls and monitors the engine.
- Digital, dual channel
- Mounted in the aircraft
- Serial data link with the aircraft.
Note: 2D: This engine comprises an engine data recorder
EDR (Engine Data Recorder) provided with an Ethernet
port.
7.6
CONTROL SYSTEM


DESCRIPTION 1 (2B1-2D)
Training Notes
ARRIEL 2B-2B1-2D
INDICATION
SENSORS
A/C START AND STOP LOGIC
Start
CHANNEL
B
Stop
Start control
CHANNEL
A
2D: Filter status
Firewall
A/C 28 VDC
SUPPLY
EECU
EBCAU
2D: EDR
E
N
G
I
N
E
2B-2B1: Low fuel

pressure indication
2B-2B1: Fuel filter

pre-blockage
indication
Ethernet
A
I
R
C
R
A
F
T
A/C CONTROLS AND

INSTRUMENTS
BLEED
VALVE
CONTROL SENSORS
IGNITION
UNIT
STARTER
ALTERNATOR
A
B
POSITION
TRANSMITTER
Fuel
inlet
STEPPER MOTOR
LP
PUMP
FUEL
FILTER
HP
PUMP
METERING NEEDLE
ELECTRICAL
ACTUATOR
PUMP - METERING UNIT

ASSEMBLY
STOP
ELECTROVALVE
PRESSURISING
VALVE
Main
injection
NPS
FUEL
VALVES
ASSEMBLY
Forced idle
START
ELECTRO-VALVE
Start
injection
P3

7.7
CONTROL SYSTEM


Stop
ARRIEL 2B-2B1-2D
Training Notes

The EECU has two independent channels A and B. Both channels
have the same software.
Channel selection
Analog inputs
2B1: A channel selector in the EECU will select which channel

will control the engine depending on the signals it receives
from the two channels. The normal channel is A. If it fails,
the system switches automatically to channel B.
The two channels receive the following analog inputs: P3, T4.5,
position transmitter signal, Torque, 2B-2B1: N2 trim, P0, T0,
collective pitch and conformation resistances Torque and T4.5.
2D: At each EECU power-up, a channel selector in the EECU

switches channels automatically. If the selected channel
fails, the system switches automatically to the other channel.
The inputs are shared between the two channels. The N1 and
N2 inputs are independent for each channel.
If both channels are unable to control the engine, the dual

stepper motor is frozen and the EBCAU automatically controls
the engine fuel flow.
There is a data link between the two channels.

This configuration ensures that if all the acquisitions on one
channel fail the acquisitions of the other channel are sufficient
to control the engine safely.
2D: There is one T4.5 measurement per channel. There is no
T4.5 direct to the instrument panel.
Discrete inputs and outputs

The discrete inputs are received and shared by the two channels
and the discrete outputs are controlled by the selected channel.
The resources of each channel receive their power supply from
the corresponding channel. The shared resources receive their
power supply from both channels.

7.8
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes
EECU
POWER SUPPLY
CHANNEL A
ANALOG
INPUTS
CHANNEL A
SPEED
MEASUREMENT
N1, N2
STEPPER
MOTOR
A
CHANNEL
A
DISCRETE
INPUTS
INTER CHANNEL
DATA LINK
CHANNEL SELECTION
LOGIC
DISCRETE
OUTPUTS
STEPPER
MOTOR
B
CHANNEL
B
ANALOG
INPUTS
CHANNEL B
2D: T4.5
MEASUREMENT
POWER SUPPLY
CHANNEL B
Engine

2D: T4.5
MEASUREMENT
SPEED
MEASUREMENT
N1, N2

7.9
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
ENGINE ELECTRONIC CONTROL UNIT

Main components
Function
- Electrical connectors
The EECU controls and monitors the engine operation.
- Mounting pads.


GENERAL
Position
- The EECU is installed in a helicopter compartment.
- 2B: Single channel, digital, electronic
- 2B1-2D: Dual channel, digital, electronic
- Electrical supply: 28 V, redundant.

7.10
CONTROL SYSTEM
Training Notes
(2B1-2D)
(2B OR 2B1-2D)
ENGINE ELECTRONIC
CONTROL UNIT
(EECU)
Type:
2B: Digital, electronic,
single channel
2B1-2D: Digital, electronic,
dual channel
Electrical supply:
28 V; redundant
Mounting
pad (x 4)
ELECTRICAL
CONNECTORS
GENERAL

7.11
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
From the aircraft
- Forced idle
- Rotor collective pitch (XCP)
- Ambient air temperature T0
- Ambient air pressure P0
- Serial link (ARINC 429)
- Sand filter active
- 2B: Manual/Auto

"OFF-IDLE-FLIGHT"

N2 Trim (XTL)
- 2B1: NFT, XTL
- 2B1-2D: Automatic/Back-up

"On - Off"
- 2D: XPA (pedal position).
From the engine
- Metering needle position (XMV)

- Bleed valve position
- P3 air pressure
- Torque
- Torque conformation
- N1 speed
- N2 speed

-
-
-
-
T4.5 temperature
T4.5 conformation
2B: Neutral notch position (twist grip)
2B1-2D: Electrical actuator neutral notch position.
Power supply
- Aircraft 28 VDC supply bus bar

- Engine alternator.
To the aircraft
- Start accessory relay

- Max. N1 and N1 to calculate N1 (FLI)
- Torque indication
- Failure lights (Major failure, Minor failure, Minor anomaly)
- Serial links
- XCP (collective pitch position)
- 2B: Twist grip out of neutral position
- 2B1-2D: Neutral position return
EBCAU enable
- 2B1: XTL (pedal position)
- 2D: XPA (pedal position).
To the engine
- Fuel metering needle

- P3 pressure transmitter (power supply)
- Metering needle postion (XMV).
7.12
CONTROL SYSTEM


EECU INPUTS AND OUTPUTS
Training Notes
ARRIEL 2B-2B1-2D
ALTERNATOR A (2B1-2D)
ALTERNATOR B (2B1-2D)
AIRCRAFT
SUPPLY
Forced idle
Rotor collective pitch (XCP)
Ambient air temperature T0
Ambient air pressure P0
Serial link (ARINC 429)
Sand filter active
2B: Manual/Auto
"STOP-IDLE-FLIGHT"
N2 Trim (XTL)
- 2B1: NFT, XTL
- 2B1-2D: Automatic/Back-up
"On - Off"
- 2D: XPA (pedal position)
ENGINE
ALTERNATOR (2B)
EECU
Start accessory relay

Max. N1 and N1 to calculate N1 (FLI)
Torque indication
Failure lights (Major failure, Minor
failure, Minor anomaly)
Serial links
Bleed valve position
XCP (collective pitch position)
2B: Twist grip out of neutral position
2B1-2D: Neutral position return
EBCAU enable
2B1: XTL (pedal position)
2D: XPA (pedal position)
Metering needle position (XMV)

P3 air pressure
Torque
Torque conformation
N1 speed
N2 speed
T4.5
T4.5 conformation
2B: Neutral notch position (twist grip)
2B1-2D: Electrical actuator neutral
notch position
- Metering needle position (XMV)

- Fuel metering needle
- P3 pressure transmitter
(power supply)
EECU INPUTS AND OUTPUTS

7.13
CONTROL SYSTEM


28V DC
CIRCUIT
ARRIEL 2B-2B1-2D
Training Notes
CONTROL SYSTEM - OPERATION

2B1-2D: Automatic back-up control
The control system ensures the following functions: starting,

speed control, 2B: manual control, 2B1-2D: automatic back-up
control, monitoring and maintenance aid.
This function permits automatic fuel control as a function of

N2, by-passing the main metering needle, in the event of a
major failure.
Starting
Monitoring
This function guarantees a quick and safe start under all

operating conditions:
This function ensures engine monitoring, failure management

and maintenance aid.
- Sequential control
Maintenance aid
- Control of the fuel flow required to start.
The EECU permanently records and memorises the parameters

and engine events.
They can be transmitted to the displays and indicators in the
cockpit, for maintenance aid purposes.
Speed control
This function maintains the aircraft rotor rotation speed constant
(almost constant) in all operating conditions.
It also protects the engine with various limitations: rotation
speeds, acceleration, deceleration, fuel flow
2B: Manual control

This function permits manual engine control in the event of
failure of the automatic control system.

7.14
CONTROL SYSTEM

MAIN FUNCTIONS
ARRIEL 2B-2B1-2D
MAINTENANCE AID
2B: MANUAL
CONTROL
- Sequential control
- Fuel flow control
CONTROL
SYSTEM
2B1-2D: AUTOMATIC
BACK-UP CONTROL
SPEED CONTROL
- N2 rotation speed
- Engine protection
MONITORING
MAIN FUNCTIONS

7.15
CONTROL SYSTEM


STARTING
Training Notes
ARRIEL 2B-2B1-2D
Training Notes

Adaptation to requirements
Installation configuration
The gas generator supplies power to the power turbine which
is connected to the helicopter main rotor.
Installation requirements
- Aircraft rotor speed (NR) almost constant in all operating
conditions (because of the rotor efficiency) whatever the load
applied
- Max. torque limitation (imposed by the mechanical transmission
and the helicopter main gearbox)
- Power turbine rotation speed (N2) within given limits (in fact
almost constant, as it is connected to the rotor)
The control system ensures the engine adaptation to the

requirements by metering the fuel flow WF sprayed into the
combustion chamber.
Thus, the gas generator adapts automatically to the requirements
(N1 demand) to maintain the power turbine rotation speed
N2 constant whilst keeping all the other parameters within
determined limits.
This adaptation is illustrated by:
- The diagram W/N1, N2 which illustrates the power W, the
max. TRQ and the rotation speeds N1 and N2
- The diagram N1/N2 which illustrates the N1/N2 relation
curve.
- Limitation of the gas generator rotation speed N1:

Max. N1
Min. N1 (to avoid engine flame-out and critical
speeds)
- 2D: T4.5 limitation (engine thermal protection)
- Protection against surge, flame-out, overtemperature ...

7.16
CONTROL SYSTEM


CONTROL
Training Notes
ARRIEL 2B-2B1-2D
N1
N2
.T
RQ
x
Ma
Max. N1
N1 isospeeds
W
Torque
engine TRQ
TET
Min. N1
WF
N2
Control
system
N1
Max.
Nominal N2
REQUIREMENTS
- NR
- N2
- Max. torque
- N1
- 2D: T4.5
- Protection
Operating
range
Min.
N2
INSTALLATION CONFIGURATION
AND REQUIREMENTS
ADAPTATION TO REQUIREMENTS
CONTROL

7.17
CONTROL SYSTEM


NR
ARRIEL 2B-2B1-2D
Training Notes

The basic datum is modified by the N2 controller after comparing
the difference between a datum (the nominal NR) and the
measured N2.
Speed control loop
Thus the N2, and therefore the NR are maintained constant

without static droop.
The speed control loop comprises essentially:

- An anticipator
Operating principle
- A N2 speed controller (power turbine)

- An N1 datum limiter (max. and min. N1, acceleration)
- An N1 controller (gas turbine generator)
- A fuel flow limiter (WF)
The N1 controller treats the difference between the N1 datum

and the actual N1. It converts the difference into a fuel flow
datum WF.
- A fuel flow controller (fuel metering needle control).
N1/N2 relation and static droop

In this type of control system the position of the helicopter
collective pitch lever, which represents the power required,
determines the basic N1 datum. This function, which is called
the anticipator, permits an initial adaptation of the gas generator
speed to balance the power supplied by the engine with the
power required by the helicopter.
Furthermore the anticipator supplies an instant signal of a load
variation, which reduces the detection time and provides a rapid
reaction of the control system. However, this first reaction is not
sufficient, as the power required depends on other factors.

The N1 datum is then limited in order to assure certain functions

such as rating stops, acceleration and deceleration control.
The fuel flow limiter then modifies this datum in order to assure
certain protection functions such as surge, flame-out and
overtorque protections.
Finally the fuel flow datum is treated to give a signal to the
metering unit which determines the actual fuel flow injected into
the combustion chamber, which determines the operation of the
gas generator, particularly the rotation speed N1, and thus the
power supplied to the power turbine in order to maintain the
N2 constant without static droop.
7.18
CONTROL SYSTEM


SPEED CONTROL - GENERAL
Training Notes
ARRIEL 2B-2B1-2D
NR
N2

N1
XMV*
Metering unit
WF*
WF limiter
WF*
N1 speed
N1 controller
N1*
N1 limiter
N1*
N1*
N1*
Anticipator
N2 controller
N2 speed
N2*
Collective pitch
SPEED CONTROL - GENERAL

7.19
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
Idle
When starting is completed, the rotation speed stabilises at

idle which is 67 - 68% (function of T0).
This function includes the starting sequence, the starting fuel

flow control, idling, the transition from idle to flight and relight
in flight.
Transition from idle to flight
Starting sequence
2B1: This is effected by turning the twist grip to the "FLIGHT"

position.
This transition is prohibited until a given increase of N2 has
been registered.
During the transition, the torque and N2 acceleration are
limited.
The transition is completed when the system enters into nominal
speed control. The control loop comprises the N2 control which
elaborates an N1 datum, and the N1 control which elaborates
a fuel flow datum WF*.
The system ensures the cranking (starter), ignition (ignition

unit) and the fuel supply.
2B: Start is selected using the "OFF-IDLE-FLIGHT selector.
2B1: Start is selected using an "ON-OFF" selector and a twist
grip.
Starting fuel flow control

During starting, the fuel flow WF is metered so as to provide a
rapid start without overtemperature.
To this end, the fuel flow is controlled according to different
laws:
- Basic flow law for ignition
- Starting flow law for acceleration
- T4.5 or flow correction law to prevent overtemperature
- T4.5 surveillance laws: automatic engine shut-down if T4.5
does not exceed 100C (212F) before 27% N1, as well
as an automatic engine shut-down for a T4.5 (according to
the EECU software version) equal to or higher than 865C
(1589F).

2B: This is effected by moving the "OFF-IDLE-FLIGHT" selector

from "IDLE" to "FLIGHT".
In-flight relight
The sequence is identical to a ground start, but only permitted

below 17% N1.
The engine can be started by moving the selector from "OFF"
to "FLIGHT" (2B) or from "OFF" to "ON" (2B1). In this case the
engine will start and accelerate to 100% N2 without stabilisation
at idle.
The electrical supply to the ignition system and starting
accessories is cut off when N1>45%.
7.20
CONTROL SYSTEM


STARTING (2B-2B1)
Training Notes
ARRIEL 2B-2B1-2D
OFF -
STARTING FUEL
FLOW CONTROL LAWS
- AR
IDLE -
- RAL
FLT -
1
2
3
4
- VOL
Flight (N2 100%)
2B
IDLE
- OFF
Idle
Approx. 67
2B1
FLIGHT
Speed
control
datum
Self-sustaining speed
45
Note:
Starting
fuel
flow
Flow
datum
selection
Flow
limitation
Cranking
Ignition
Fuel supply
Basic flow
Starting
T4.5 correction
T4.5 surveillance
Starting
- ON
Controlled acceleration
from Idle to Flight


N1 (%)
time
The engine can be started by moving the selector from "OFF" to

"FLIGHT" (2B) or from "OFF" to "ON" (2B1). In this case the engine
will start and accelerate to 100% N2 without stabilisation at idle.
Metering
needle
control
Metering
needle
STARTING (2B-2B1)

7.21
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

This function includes the starting sequence, the starting fuel
flow control, idling, the transition from idle to flight and relight
in flight.
Starting sequence
The system ensures the cranking (starter), ignition (ignition
unit) and the fuel supply.
Start is selected using an "ON-OFF" selector and a twist grip.
If the first attempt at engine ignition fails, the EECU will interrupt
the start sequence, let the N1 speed decrease below a given
threshold, and then automatically launch one single new start
sequence without the pilot having to switch the main selector
to "STOP". In other circumstances (second start failure, in-flight
flame-out, pilot or EECU-interrupted start sequence), the main
selector has to be switched back to "OFF", then to "ON" again
in order to restart the engine.
Starting fuel flow control

During starting, the fuel flow WF is metered so as to provide a
rapid start without overtemperature.
To this end, the fuel flow is controlled according to different
laws:
- Basic flow law for ignition
- Starting flow law for acceleration
- T4.5 or flow correction law to prevent overtemperature

- T4.5 surveillance laws: automatic engine shut-down if T4.5

does not exceed 100C (212F) before 27% N1, as well
as an automatic engine shut-down for a T4.5 (according to
the EECU software version) equal to or higher than 840C
(1544F).
Idle
When starting is completed, the rotation speed stabilises at

idle which is 67 - 68% (function of T0).
Transition from idle to flight
This is effected by turning the twist grip to the "FLIGHT" position.

This transition is prohibited until a given increase of N2 has
been registered.
During the transition, the torque and N2 acceleration are limited.
The transition is completed when the system enters into nominal
speed control. The control loop comprises the N2 control which
elaborates an N1 datum, and the N1 control which elaborates
a fuel flow datum WF*.
In-flight relight
The sequence is identical to a ground start, but only permitted

below 17% N1.
The engine can be started by moving the selector from "OFF" to
"ON". In this case the engine will start and accelerate to 100%
N2 without stabilisation at idle.
The electrical supply to the ignition system is cut off when
N1>30% and T4.5>400C.
The electrical supply to the starter and start electro-valve is cut
off when N1>61%.
7.22
CONTROL SYSTEM


STARTING (2D)
Training Notes
ARRIEL 2B-2B1-2D
STARTING FUEL
FLOW CONTROL LAWS
Flight (N2 100%)
1
2
3
4
IDLE


N1 (%)
Basic flow
Starting
T4.5 correction
T4.5 surveillance
FLIGHT
Starting
Controlled acceleration
from Idle to Flight
Idle
Approx. 67
- OFF
61
Speed
control
datum
30
Flow
datum
selection
Flow
limitation
Cranking
Ignition
Fuel supply
Note:
Starting
fuel
flow
- ON
time
The engine can be started by moving the selector from from "OFF" to
"ON". In this case the engine will start and accelerate to 100% N2
without stabilisation at idle.
Metering
needle
control
Metering
needle
STARTING (2D)

7.23
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

Anticipation
The speed control loop comprises N2 control, anticipation, N2

datum selection, limitations and N1 control.
Load variations are anticipated by a signal from a potentiometer

linked to the collective pitch lever. This signal is called XCP.
N2 control
N1 datum selection
The controller matches the N2 to a datum.
This stage chooses the N1* datum as a function of the control

mode, that is: N1* Idle or N1* datum.
2B: The N2* datum is elaborated as a function of a signal XTL.

This signal comes from a potentiometer in the cockpit which
permits servicing adjustment of N2.
N1 limiter
2B1: The N2* datum is elaborated as a function of a signal XTL

(rudder position), P0 and NFT. The NFT signal comes
from an adjuster in the cockpit which permits servicing
adjustment of N2, during certain maintenance tasks.

To reduce noise at low altitude and obtain good

performance in all types of flight, the NR (N2*) speed is
modified according to P0 and XTL.
2D: The pedal position signal (XPA) is sent to the EECU which
forwards it to the VEMD. The VEMD computes the N2*
datum and sends it back to the EECU.
2D: The NFT function is automatically ensured by the EECU.

The N1* datum is limited to assure the limitation of max. and

min. N1, acceleration and deceleration. The minimum N1 is
limited to prevent engine flame-out.
N1 control
The N1 controller treats the difference between the N1* datum
and the actual N1 and elaborates the necessary fuel flow datum
WF*.
Fuel flow limitation

The fuel flow datum WF* coming from the N1 controller is
passed to a flow limiter which prevents surge, overtorque, 2D:
T4.5 limitation and flame-out. It elaborates a metering needle
position datum which is transmitted to the metering needle
control stage.
7.24
CONTROL SYSTEM

SPEED CONTROL
Training Notes
ARRIEL 2B-2B1-2D
XTL
2B:
N2 control
N2
P0
XTL
NFT
N2 from*
avionics
2B1:
N2 control
Idle N1
datum
elaboration
T0
N2
2D:
N2 control
Idle N1*
datum
N1*
N1*
VEMD
Max. and
min. N1
Acceleration
Deceleration
N1
datum
selection
N1*
N1
limitation
N1
N1*
N1
control
WF*
N1*
Datum
selection
WF*
XPA
Fuel
flow
limitation
Anticipation
XMV*
XPA
XPC
Metering
needle
control
- Transient
overtorque
- Surge
- Flame-out
- 2D: T4.5 limitation
XMV
Metering
needle
SPEED CONTROL

7.25
CONTROL SYSTEM


N2
ARRIEL 2B-2B1-2D
Training Notes

Note 1: In manual control training mode, it is possible to
return to automatic mode at any time. However, it is
recommended to do so from a stable condition.
Manual mode
This mode permits manual control of the engine in the event of
complete failure of the automatic control system.
It also designed to allow training in manual mode by simulating
a complete failure of the automatic control system.
Note 2: The engine can be shut down by moving the "OFFIDLE-FLIGHT" selector to "OFF".
Note 3: The aircraft's mains electrical power should be switched
on before moving the twist grip.
Transition to manual mode

If the automatic control system fails, it automatically switches
to manual mode.
Manual mode training is selected using a Manual/Automatic
selector.
Note 4: Refer to the Flight Manual for the procedures to be

followed.
The twist grip in the cockpit is mechanically connected to the
pump and metering unit assembly.
It has a neutral position (automatic flow control), a flow-increase
range and a flow-reduction range.
It allows engine acceleration without surge and engine
deceleration without flame-out.

7.26
CONTROL SYSTEM


MANUAL MODE - MANUAL MODE TRAINING (2B)
Training Notes
ARRIEL 2B-2B1-2D
MANUAL MODE TRAINING
- MAN
EECU
- MAN
- AUTO
Twist grip
- AUTO
GOV
Twist grip
EECU
TWT
GRP
CONTROL
MANUAL MODE - MANUAL MODE TRAINING (2B)

7.27
CONTROL SYSTEM


MANUAL MODE
ARRIEL 2B-2B1-2D
Training Notes

The principle of limitations is based on one limit parameter: the
gas generator rotation speed (N1 or Ng). This speed is therefore
the essential piloting parameter.
The other parameters (T4.5, N2, torque) are kept within given
limits by the control system.
Torque limitation
The pilot is also responsible for compliance with the torque
limitations. The torque stop is a function of the N2 signal. As a
safety measure, the EECU calculates a max. fuel flow limit to
prevent overtorque on the MGB
2D: T4.5 limitation
Max. N1 limitation
The maximum N1 is limited automatically, in the following
manner:
There is no automatic limitation of the MTOP rating which is
controlled by the pilot. However a stop prevents any exceedance
of the max. N1 (function of P0, T0).
The T4.5 limitation is an engine thermal limitation as the N1

limitation.
The T4.5 stop is constant.
Note: The engine fuel flow demand (and therefore the power)
is automatically limited to the lowest of the 3 stops (N1,
TRQ, T4.5).
If the sand filter is active, the electronic control unit derates

the N1 limits; the EECU also takes into account the sand filter
active signal for the power check calculation.
Max. continuous power is also controlled by the pilot.

7.28
CONTROL SYSTEM


PRINCIPLE OF LIMITATIONS
Training Notes
N1
T4.5
Max.
N1
INDICATION
EECU max. stop

MTOP (f P0, T0)
TRQ
EECU
N2
MCP (f P0, T0)
FUEL FLOW
CONTROL
MAX. N1 LIMITATION
time

7.29
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
CONTROL SYSTEM - INDICATION AND

MONITORING
Engine power check

It is possible to carry out an engine power check.
The system ensures the indication of engine parameters,

performance indication, cycle counting, rating exceedance time
counting, fault indication and maintenance aid.
In stabilised conditions a power check is selected while the

necessary parameters are being transmitted to the EECU
(P0, T0, configuration).
Indication of N1, N2, T4.5 is provided direct from the engine

to the cockpit, to allow engine monitoring in the event of total
electronic failure and to check that the EECU is maintaining
the engine within limits.
The EECU verifies the stability of the parameters and calculates

the engine power and compares it with the mini guaranteed
power. It records the result and transmits it to the aircraft:
date, hours run, configuration, N1, N2 , P0, T0, Max. torque
guaranteed, calculated T4.5, difference in torque and T4.5,
validity of test.
These indications are independent of the electronic control.
Bleed valve monitoring
Engine parameter indication
Note: 2D: T4.5 and N1 indications are supplied by the EECU.
Torque indication
The EECU receives the torque signal and the conformation
signal from the engine and outputs the conformed torque to
the cockpit indicator.
2D: T4.5 indication
The EECU elaborates a T4.5 indication signal as a function of

the actual T4.5 the T4.5 conformation sent by the EDR.
EECU counting functions

The EECU counts and records in memory the N1 and N2
cycles, the EECU and engine hours ran. This information can
be accessed via the cockpit indication system.
2D: The system comprises a creep-damage counter.
All these counters can be read from the EDR.
N1 indication
The system outputs the N1 and N1 MTOP to the cockpit
indicator.

The EECU monitors the operation of the bleed valve. If the

bleed valve does not operate at the correct RPM , the EECU
will output a fault message "Bleed valve failure".
Failure detection and maintenance aid

The EECU includes software for failure detection and
maintenance aid. These functions are explained in the following
pages.
7.30
CONTROL SYSTEM


GENERAL
Training Notes
ARRIEL 2B-2B1-2D
N1
SPEED
INDICATION
2B/2B1
T4.5 GAS
TEMPERATURE
INDICATION
2B/2B1


N2
SPEED
INDICATION
2D
2D
EECU
2D
2D
N1
ACTUAL T4.5
T4.5 CONFORMATION
2D
2D: EDR
ENGINE PARAMETER INDICATION

(independent from the control system)
Torque
calculation
2D: T4.5
calculation
N1 MTOP
calculation
2D: Creepdamage counter
EECU
hours counting
Failure
detection and
indication
Bleed valve
monitoring
Engine
power
check
Maintenance
aid
A
I
R
C
R
A
F
T
Cycle
counting
GENERAL
CONTROL SYSTEM - INDICATION AND MONITORING

7.31
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes

MONITORING
Failure indication
Failure tolerance
- Level 3 - Major failure: manual mode reversion
If a failure affects a nominal law the system uses a back-up

law. The essential functions (N1 and N2 control, acceleration
and deceleration control) remain ensured.
In the event of a failure affecting a main law and the
back-up law the system declares itself unable to control the
engine and the engine must be controlled manually.
There are three levels of indication:
- Level 2 - Minor failure: response time may be affected but

the essential control functions are ensured
- Level 1 - Minor anomaly: loss of redundancy with no effect
on engine performance.
There are two lights in the cockpit to indicate these failures, a
GOV red and GOV amber:
- A GOV (Red) indicates a total failure of the control system
- A GOV (Amber) indicates degraded operation of the control
system. This light also indicates a minor anomaly by flashing
when the "OFF-IDLE-FLIGHT" selector leaves the "FLIGHT"
position.

7.32
CONTROL SYSTEM

FAILURE TOLERANCE - FAILURE INDICATION (2B)
Training Notes
Control system
failure
Consequences
Failures affecting a main

control law and
the back-up law:
major failure - level 3
Failures affecting
a main control law:
minor failure - level 2
Failures not affecting
a main control law:
minor anomaly - level 1
GOV
GOV Red
Major failure - Level 3
(manual mode reversion)
GOV
GOV Amber
Minor failure - Level 2
(response time may be affected
but the essential control functions
are ensured)
GOV
GOV Flashing amber when the

"OFF-IDLE-FLIGHT" selector
leaves the "FLIGHT" position
Minor anomaly - Level 1
(no effect on engine performance)
Failure
detection and
indication
Manual
control
GOV
Use of a
back-up law
GOV
The system remains
on the main control law
GOV
FAILURE INDICATION
FAILURE TOLERANCE
FAILURE TOLERANCE - FAILURE INDICATION (2B)

7.33
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
FAILURE TOLERANCE - FAILURE INDICATION (2B12D)
Failure indication
There are three levels of indication:
Failure tolerance
- Level 3 - Major failure: stepper motor frozen
In the event of a failure the system automatically reconfigures

itself, without losing the essential functions, i. e. N1 and N2
control, acceleration and deceleration control. For these
functions the software has recovery laws which it will use if a
main control input becomes invalid.
- Level 2 - Minor failure: response time may be affected but

the essential control functions are ensured
In normal operation, channel A is the prefered channel. The

system will only change to channel B if channel A has a major
failure:
There are two lights in the cockpit to indicate these failures, a

GOV red and GOV amber:
- If a minor anomaly affects channel A, the system remains on

channel A
- If a failure affects a main control law on channel A, it will use
a recovery law.
- If a failure or failures affect a main control law and its recovery
law, the system changes automatically to channel B
- If a failure or failures affect a main control law and the recovery
law of both channels, the system freezes the stepper motor
automatically and enables the back-up system.

- Level 1 - Minor anomaly (redundancy failure): no effect on

engine operation.
- The GOV red indicates a major failure

- The GOV amber indicates a minor failure. This light also
indicates a minor anomaly (redundancy failure) by flashing
when the twist grip leaves the "FLIGHT" position.
2B1: The control system will always be on channel A, which
can receive information from channel B, unless an internal
malfunction of channel A causes a major failure.
2D: At each power-up, the EECU switches channels
automatically.
7.34
CONTROL SYSTEM



MONITORING
Training Notes
ARRIEL 2B-2B1-2D
Channel A
A: Failure level 1
A: Failure level 2
A: Failure level 3
Ch. in control: A
EECU: No failure
GOV: None
Ch. in control: A
EECU: Redun. failure
GOV: Flashing amber
Ch. in control: A
EECU: Minor failure
GOV: Amber
Ch. in control: B
GOV: Flashing amber
B: Failure level 1
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
EECU: Minor failure
GOV: Amber
Ch. in control: B
GOV: Flashing amber
B: Failure level 2
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
EECU: Minor failure
GOV: Amber
Ch. in control: B
EECU: Minor failure
GOV: Amber
B: Failure level 3
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
GOV: Flashing amber
Ch. in control: A
EECU: Minor failure
GOV: Amber
Ch. in control: None

EECU: Total failure
GOV: Red
Channel B
B: No failure
A: No failure
FAILURE INDICATION
Fault
Detection
and
Indication
2B1: The control system will always be on channel

A, which can receive information from channel
B, unless an internal malfunction of channel A
causes a major failure.
Channel A
2D: At each power-up, the EECU switches
channels.
Channel B
GOV
GOV Red
Major failure - Level 3
(Stepper motor frozen)
GOV
GOV Amber
Minor failure - Level 2
(response time may be affected but the
essential control functions are ensured)
GOV
GOV Flashing amber when the twist grip

leaves the "FLIGHT" position
Minor anomaly (redundancy failure) Level 1 (no effect on engine
performance)
FAILURE TOLERANCE - FAILURE INDICATION (2B1-2D)

7.35
CONTROL SYSTEM


FAILURE TOLERANCE
ARRIEL 2B-2B1-2D
Training Notes

MONITORING
For each input signal, the EECU has a set of criteria with which
it can decide if the signal is valid. The table on the following
page shows the logic used by the EECU in the event of an
invalid signal. It also shows the associated failure level, the
CWP indication and the VEMD indication where applicable.


FAILURE TOLERANCE TABLES (EXAMPLE)
Note 1: CWP: Central Warning Panel

VEMD: Vehicle and Engine Multifunction Display

(indication and message screen).
Note 2: The codes listed in the following page are given

for instruction purposes only. In all cases, refer
to the Maintenance Manual for the reasons of the
failure alarm, for the meaning of failure codes and
for the corrective action.

7.36
CONTROL SYSTEM
Training Notes
Example of codes for instruction purposes only.

In all cases, refer to the Maintenance Manual.
Input
Effect on EECU operation
Level
CWP
VEMD Message
N2B
Use of N2C
GOV
FAIL 2 - xxxx
N2C
Use of N2B
GOV
FAIL 2 - xxxx
N2B
and
N2C
Stepper motor frozen
GOV
FAIL 2 - xxxx
Max. fuel flow reduced;

Acceleration law adapted
GOV
FAIL 1 - xxxx
P3
Comments
In normal operation
EECU uses N2B
- 2B: Manual control
- 2B1-2D: EBCAU
Degraded operation
FAILURE TOLERANCE TABLES (EXAMPLE)

7.37
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
MAINTENANCE AID AND DATA EXCHANGE WITH

THE AIRCRAFT
Data exchange with the aircraft

The EECU exchanges data with the aircraft by means of a serial
data link ARINC 429.
Maintenance aid
It can transmit:
The system ensures the following functions:
- The indications of torque, N1 MTOP, bleed valve position
- Failure detection
- The value of EECU inputs and outputs
- Failure isolation and identification of the component affected
- The counters contents
- Writing of a failure report containing information such as

failure type, location
- The failure reports.

It can receive:
- Transmission of the failure report to the aircraft system
- The pressure P0 and temperature T0
- Recording in the memory of the last 32 failure reports.
- The request for a performance check and read-out of

results
- The request to read the cycle, hour and limit exceedance
counters
- The request for a failure report
- Reset of cycle counting.
Two types of messages can be considered:
- Standard messages which are continuously transmitted
- Maintenance messages which are supplied on demand.

7.38
CONTROL SYSTEM



MONITORING
ARRIEL 2B-2B1-2D
Training Notes
- Failure detection
- Identification of the
component affected
- Writing of a failure report such
as failure type, location
- Recording in the memory of
the last 32 failure reports


MAINTENANCE AID
Transmission of
the report to the
aircraft system
MAINTENANCE AID
Indications: torque, N1 MTOP,

bleed valve position
Value of EECU inputs and outputs
A
R
I
N
C
CONTROL
SYSTEM
4
2
9
Counters contents
Failure reports
P0 and T0
Request for engine power check
and read-out of results
Request for cycle, hour and limit
exceedance counters
Request for failure report
Reset of cycle counting
DATA EXCHANGE WITH THE AIRCRAFT
MAINTENANCE AID AND DATA EXCHANGE WITH THE AIRCRAFT

7.39
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
CONTROL SYSTEM - GENERAL OPERATION
This part mentions in a general way the main functional electronic

blocks.
Monitoring
- Engine power check


FUNCTIONS PERFORMED BY THE ELECTRONIC

CONTROL SYSTEM
- N1 MTOP calculation
Note: 2B1-2D: both channels can perform all of these

operations.
- 2D: T4.5 calculation
Control mode determination
- TRQ calculation
Starting
- Cycle counting
N2 datum selection
- EECU hours counting
N2 speed control
Anticipation
N1 datum selection
Limitations (N1, TRQ, 2D: T4.5)
- 2D: Creep-damage counter

- Failure detection and indication
- Bleed valve monitoring
- Maintenance aid.
N1 speed control
Flow datum selection
Flow limitation
Metering needle control.

7.40
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
N2
datum
selection
N1
datum
selection
N2 speed
control
Limitations
Starting
N1 speed
control
Anticipation
Flow
limitation
TRQ
calculation
2D: T4.5
calculation
N1 MTOP
calculation
2D: Creepdamage counter
EECU hours
counting
Fault detection
and
management
Flow
datum
selection
Engine
power
check
Bleed valve
monitoring
Maintenance
aid
Metering
needle
control
A
I
R
C
R
A
F
T
Note: 2B1-2D: both channels can

perform all of these operations.
Cycle
counting
FUNCTIONS PERFORMED BY THE ELECTRONIC CONTROL SYSTEM
CONTROL SYSTEM - GENERAL OPERATION

7.41
CONTROL SYSTEM


Determination of
control mode
ARRIEL 2B-2B1-2D
Training Notes
CONTROL SYSTEM - 1ST LINE

MAINTENANCE

objectives.

flight safety.


7.42
CONTROL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D

- In the engine log book, record the total number of C1 and
C2 cycles
- Make sure that the automatic cycle counting is correct
- Record in the engine logbook the accumulation of flying
hours
- Cycle counting
Tests
Chap. 73

- EECU failure message
Tests
- Functional test in manuel
mode
- Functional test in mixed
mode
- Engine health - Check
Chap. 73
Helicopter documentation
Before
carrying out any
Letters.
CONTROL SYSTEM - 1ST LINE MAINTENANCE

7.43
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes

MAINTENANCE

objectives.

flight safety.


7.44
CONTROL SYSTEM


Training Notes
ARRIEL 2B-2B1-2D
BETWEEN TWO FLIGHTS

MANDATORY
- If the automatic counting is not available, record in the
engine logbook the number of C1 and C2 cycles
- Engine power check

Note: Check also P0/T0 (engine/aircraft) consistency

MANDATORY
- In the engine log book, record the total number of C1 and
C2 cycles
- Make sure that the automatic cycle counting is correct
REQUIRED
- Record the values from the creep-damage counter in the
engine logbook
- Record in the engine logbook the accumulation of flying
hours
- Auxiliary mode functional

test
Before
carrying out any
Letters.

7.45
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes

MAINTENANCE


7.46
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes


- EECU
Check
Check of information transmitted on
ARINC 429 serial link
Tests (using the automatic cycle counting
function)
Tests (using the failure message function)
Chap. 73
Before
carrying out any
Letters.

7.47
CONTROL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
- Reading of the helicopter serial link: to read / save the data

exchanged in real time between the EECU and the helicopter
over the ARINC 429 link
CORRECTIVE MAINTENANCE - EECU

MAINTENANCE (2B-2B1)
Function
Maintenance operations on EECUs allow the data stored in its

memory areas to be processed.
Context
- Technical occurrences (failures or abnormal behaviour)

- Resetting of counters
Equipment required
The equipment required to perform these maintenance tasks

is described in chapter 73-21-00 of the Maintenance Manual:
- Laptop PC which has been equipped and configured by
Turbomeca authorised personnel
- Communication interface (PCMCIA cards or Ethernet unit or
CAN Card)
- Laptop PC-to-EECU connection cable
- Maintenance software.
Professional prerequisites
- Must have followed the 1st line maintenance course for the
engine concerned
- Must have knowledge of the helicopter interface concerned.
Maintenance tasks
The maintenance tools allow the following tasks to be performed:

- Reading of the technical occurrences: to obtain an overview

of the failures detected by the EECU. The last 32 occurrences
are saved
- Reading of the failure contexts: to obtain more information in
order to facilitate the understanding of the last 8 occurrences
- Reading of the counters
- 2B1 equipped with a FADEC B EECU: Use of the workshop
mode: to allow the technical occurrences and failure contexts
to be read on both channels of the EECU
- 2B1 equipped with an EMC 101 ECCU: Use of the CAN
link: to allow the technical occurrences and failure contexts
to be read on both channels of the EECU.
Procedure for processing the EECU data

- While referring to the Maintenance Manual, connect the PC
to the EECU using the appropriate tooling and then read
and/or save the data stored in the EECU's memories,
- Send this data to the Turbomeca Field Representative for
your zone.
The data is then viewed to judge its validity. It also allows
the occurrence which took place at the customer's site to be
confirmed.
If the complexity of the occurrence warrants in-depth processing,
the data is then sent to Turbomeca's specialist personnel.
7.48
CONTROL SYSTEM



MAINTENANCE
Training Notes
Processing the data with the maintenance tools developed by Turbomeca allows Turbomeca to help orient the
customer's troubleshooting. It also allows for greater autonomy in terms of updating the counters after equipment has
been replaced.
Context:
- Technical occurrences
If complex occurrence,
processing of data by
Turbomeca specialist personnel
"Confirmation of occurrence
+ help with troubleshooting"
Sending of data to Field Rep.
for your zone for validitation and
confirmation of occurrence
Turbomeca
connection cable
PC equipped with software
and configured by Turbomeca
MAINTENANCE TASKS
XXXXXX
XXX
Xxxxxxxxxx
xx
xxxxxxx
MAINTENANCE
MANUAL
Technician
(prerequisites: 1st line course
for engine concerned)
Reading of the helicopter serial link

Reading of the technical occurrences
Reading of the failure contexts
Reading of the counters
Reading of technical occurrences and
failure contexts:
2B1 + FADEC B EECU: Workshop mode
2B1 + EMC 101 ECCU: Use of the CAN
link
CORRECTIVE MAINTENANCE - EECU MAINTENANCE (2B-2B1)

7.49
CONTROL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
CORRECTIVE MAINTENANCE - EDR MAINTENANCE

(2D)
- Updating of the data: counters, conformation values and

engine configurations
- Clearing of the maintenance flags
Function
- Reading of the FADEC D standard EECU through the

EDR and the CAN link: to read, in real time, the data sent
by the EECU through the EDR and the CAN link
Context
- Launching of triggered tests: to test the logic inputs and

outputs, as well as the activation of the start electro-valve
and the high-energy ignition unit.
Maintenance operations on the EDR allow the data stored in

its memory areas to be processed.
- Technical occurrences (failures or abnormal behaviour)
- Updating of the maintenance flag.
Equipment required
The equipment required to perform these maintenance tasks

is described in chapter 73-21-00 of the Maintenance Manual:
- Laptop PC with Windows XP
- Standard RJ45 cable
- Maintenance software.
Professional prerequisites
- Must have followed the 1st line maintenance course for the
engine concerned
- Must have knowledge of the helicopter interface concerned.
Maintenance tasks
The maintenance kit allows, among others, the following tasks

to be performed:
- Reading of the maintenance data: to read / save the
counters, failure flags, limits, engine power checks, continuous
recordings and failure contexts

Procedure for processing the data

- While referring to the Maintenance Manual, connect the PC
to the EDR using a standard RJ45 cable and then read and/
or save the data stored in the EDRs memories
- Send this data to the Turbomeca Field Representative for
your zone.
The data is then viewed to judge its validity. It also allows
the occurrence which took place at the customers site to be
confirmed.
If the complexity of the occurrence warrants in-depth processing,
the data is then sent to Turbomecas specialist personnel.
Note: Processing the data with the maintenance kit developed
by Turbomeca allows Turbomeca to help orient the
customers troubleshooting. It also allows for greater
autonomy in terms of updating counters after equipment
has been replaced.
7.50
CONTROL SYSTEM



MAINTENANCE
Training Notes
Processing the data with the maintenance tools developed by Turbomeca allows Turbomeca to help orient the
customer's troubleshooting. It also allows for greater autonomy in terms of updating counters after equipment has
been replaced.
Context:
- Technical occurrences
- Updating of the
maintenance flag
If complex occurrence,
processing of data by
Turbomeca specialist personnel
"Confirmation of occurrence
+ help with troubleshooting"
Sending of data to Field Rep.
for your zone for validation and
confirmation of occurrence
Standard RJ45 cable
EDR
PC with Windows XP
MAINTENANCE TASKS
XXXXXX
XXX
Xxxxxxxxxx
xx
xxxxxxx
MAINTENANCE
MANUAL
Technician
(prerequisites: 1st line course
for engine concerned)
Reading of the maintenance data

Updating of the data
Clearing of the maintenance flags
Reading of the FADEC D standard EECU
through the EDR and the CAN
- Launching of triggered tests
CORRECTIVE MAINTENANCE - EDR MAINTENANCE (2D)

7.51
CONTROL SYSTEM


ARRIEL 2B-2B1-2D


Training Notes
8 - MEASUREMENT AND INDICATING

SYSTEMS


ARRIEL 2B-2B1-2D
- Measurement and indicating systems presentation (77-00-00) ........ 8.2

- Speed measurement and indicating system (77-00-00) .................... 8.4
- T4.5 measurement and indicating system (77-00-00) ........................ 8.14

- Torque measurement and indicating system (77-00-00) ................... 8.18
- 2D: EDR - Engine Data Recorder ......................................................... 8.22
- Miscellaneous indications ................................................................... 8.24
- Measurement and indicating systems - 1st line maintenance......... 8.32 - 8.35
8.1
MEASUREMENT AND INDICATING SYSTEMS
ARRIEL 2B-2B1-2D
Training Notes
Functions
The measurement and indicating system provides the following
functions:
Miscellaneous measurement and indicating

systems
- N1 gas generator rotation speed
- N2 power turbine rotation speed
- It allows to check that the engine is operating within determined

limits
- Turbine gas temperature (T4.5)
- It signals failures or abnormal changes of parameters
- Engine torque
- It permits the checking of certain operating phases.
- Lubrication system
- Miscellaneous (indicating lights and monitoring).
Note: In fact, there are operating parameters (e.g. N1 and

torque) and monitoring parameters (e.g. N2, T4.5, oil
temperature and pressure).

Note: Refer to the various systems for the description and

operation.
8.2



PRESENTATION
Training Notes
FUNCTIONS


ARRIEL 2B-2B1-2D
- To check that the engine operates

within determined limits
T4.5 GAS
TEMPERATURE
- To signal a fault or an abnormal

change of parameters
- To check certain operating phases
LUBRICATION
SYSTEM
MISCELLANEOUS
(indicating lights
and monitoring)
ENGINE
TORQUE
N1 SPEED
N2 SPEED
MEASUREMENT AND INDICATING SYSTEMS PRESENTATION

8.3
ARRIEL 2B-2B1-2D
Training Notes
SPEED MEASUREMENT AND INDICATING

SYSTEM
Operation
The N1 signal from the sensor (N1C) goes directly to the cockpit
indicator and is thus independent from the EECU.
Function
This system measures the rotation speeds of the gas generator
(N1) and the power turbine (N2).
The N1 MTOP signal is supplied to the cockpit by the EECU

which derives its N1 signal from the sensor (N1B) or the alternator
(back-up signal).
The N1 is calculated by the VEMD.
- Type: phonic wheels and electro-magnetic sensors
N1 is an operating parameter as it reflects the engine power.
- Sensor signals: frequency proportional to the rotation

speed.
It is also used for engine control (starting and speed control

loop), cycle counting and maintenance aid.
Main components
Two N2 signals are used for engine control (speed control loop),
cycle counting and maintenance aid.
- Two N1 speed sensors
One N2 signal goes directly to the cockpit for the speed indication
associated with the NR indication.
- Three N2 speed sensors

- Alternator
- Electrical harnesses for connection to the EECU and the
indicators.
Description
Refer to following pages and the aircraft documentation.

8.4


GENERAL (2B)
ARRIEL 2B-2B1-2D
Training Notes
Firewall
VEMD
(FLI)
N1
EECU
ENGINE
N1
N1
MTOP
N1C SENSOR
CONTROL
N1B SENSOR
STARTING
ALTERNATOR
SPEED CONTROL
LOOP
INDICATION
N2C SENSOR
CYCLE
COUNTING AND
MAINTENANCE
AID
N2B SENSOR
N2
N2 + NR
Indication


INSTRUMENT PANEL
N2A SENSOR
NR signal
GENERAL (2B)
SPEED MEASUREMENT AND INDICATING SYSTEM

8.5
ARRIEL 2B-2B1-2D
Training Notes

SYSTEM
Operation
2B1: The N1 signal from the sensor goes directly to the cockpit
indicator and is thus independent from the EECU.
Function
This system measures the rotation speeds of the gas generator
(N1) and the power turbine (N2).
2D: The harness is not connected on helicopter side, the EECU

provides the VEMD with a digital N1 signal.
The N1 MTOP signal is supplied to the cockpit by the EECU which

derives its N1 signals from the two alternator frequencies.
- Type: phonic wheels and electro-magnetic sensors
The N1 is calculated by the VEMD.
- Sensor and alternator signals: frequencies proportional to

the rotation speed.
N1 is an operating parameter as it reflects the engine power.
Main components
It is also used for engine control (starting and speed control

loop), cycle counting and maintenance aid.
Two N2 signals are used for engine control (speed control loop),
cycle counting and maintenance aid.
- One N1 speed sensor

- Double alternator (generation of N1 signals)
One N2 signal goes directly to the cockpit for the speed indication
associated with the NR indication.
- Three N2 speed sensors

- Electrical harnesses for connection to the EECU and the
indicators.
Description
Refer to following pages and the aircraft documentation.

8.6


GENERAL (2B1-2D)
ARRIEL 2B-2B1-2D
Training Notes
Firewall
VEMD
(FLI)
N1
EECU
N1
N1
MTOP
2B1
ENGINE
2D
N1C SENSOR
CONTROL
ALTERNATOR
WINDING A (N1)
STARTING
2D
(digital N1)
ALTERNATOR
WINDING B (N1)
SPEED CONTROL
LOOP
INDICATION


INSTRUMENT PANEL
N2C SENSOR
(to channel A)
CYCLE
COUNTING AND
MAINTENANCE
AID
N2B SENSOR
(to channel B)
NR signal
N2 + NR
Indication
N2
N2A SENSOR
EBCAU
GENERAL (2B1-2D)

8.7
ARRIEL 2B-2B1-2D
Training Notes

SYSTEM
Function
The N1 speed sensors measure the gas generator rotation
speed.
Position
- In the system: connected to the indicator and the EECU
- On the engine: left side of the accessory gearbox.
- Type: electro-magnetic
- Quantity: 2 (interchangeable)
- Phonic wheel:
Quantity: 1
On the alternator drive shaft.
Main components
- Phonic wheel (in module 01)
Description
The N1 speed measurement and indicating system includes:
- A phonic wheel mounted on the alternator drive shaft
- Two electro-magnetic sensors each of which has:
A permanent magnet
A coil.
Each sensor is secured by one screw on a boss on the alternator
drive casing.
An O-ring seal ensures the sealing between the sensor body
and the casing.
Operation
The rotation of the phonic wheel causes the sensor to produce
an electrical signal.
The frequency of the signal is proportional to the rotation speed
and the number of teeth on the phonic wheel.
The output signal from the N1C sensor is transmitted directly
to the VEMD.
The output signal from the N1B sensor is transmitted to the
EECU; it is used for fuel flow control and N1 indication.
- Sensor body.
Note: The engine alternator provides a back-up N1 signal.

8.8


N1 SPEED SENSORS (2B)
ARRIEL 2B-2B1-2D
Training Notes
PHONIC WHEEL
Alternator drive
shaft
O-ring
seal
Type:
Electro-magnetic
N1 SPEED
SENSOR
Quantity:
2
(interchangeable)
Coil
Permanent
magnet
N1 SPEED SENSOR
Phonic wheel:
- Quantity: 1
- On the alternator
drive shaft
N1C
SENSOR
N1B
SENSOR
VEMD
N1 SPEED
SENSORS
PUMP AND
METERING UNIT
ASSEMBLY
EECU
ALTERNATOR
(redundancy)
N1 SPEED SENSORS (2B)

8.9


Electrical
connector
ARRIEL 2B-2B1-2D
Training Notes

SYSTEM
Function
- A phonic wheel mounted on the alternator drive shaft
The N1 speed sensor measures the gas generator rotation

speed.
Position
- In the system: connected to the VEMD
Description
- One electro-magnetic sensor which has:

A permanent magnet
A coil.
The sensor is secured by one screw on a boss located on the
alternator drive casing.
- On the engine: left side of the accessory gearbox.
An O-ring seal ensures the sealing between the sensor body

and the casing.
Operation

- Quantity: 1
- Phonic wheel:
Quantity: 1
On the alternator drive shaft.

2B1: The N1C signal is directly transmitted to the VEMD
(instrument panel).
2D: The N1C signal is not used.
Note: The N1 signals for the EECU are derived from the
alternator frequencies (A and B).

8.10


N1 SPEED SENSOR (2B1-2D)
ARRIEL 2B-2B1-2D
Training Notes
PHONIC WHEEL
Winding
A
O-ring
seal
ALTERNATOR
Electrical
connectors
Winding
B
Type:
Electro-magnetic
N1 SPEED
SENSOR
Quantity:
1
Coil
Permanent
magnet
N1 SPEED SENSOR
Phonic wheel:
- Quantity: 1
- On the alternator
drive shaft
N1C
SENSOR
2B1
VEMD
EECU
N1 SPEED
SENSOR
PUMP AND
METERING UNIT
ASSEMBLY
Winding
A
ALTERNATOR
Winding
B
N1 SPEED SENSOR (2B1-2D)

8.11


Electrical
connector
ARRIEL 2B-2B1-2D
Training Notes

SYSTEM
Description
Function
- A phonic wheel on the reduction gearbox output gear
The N2 speed sensors measure the power turbine rotation

speed.
- Three electro-magnetic sensors each of which has:

A permanent magnet
A coil.
Position
- In the system: connected to the indicator or to the EECU
Each sensor is secured by one screw on a mounting pad located

on the reduction gearbox casing and is sealed by an O'ring.
- On the engine: on either side of the reduction gearbox

N2A and N2B on the right
N2C on the left.
Operation

The output signal from the N2A sensor is transmitted directly

to the speed indicator in the cockpit.
- Quantity: 3 (interchangeable)
- Phonic wheel:
Quantity: 1
Reduction gearbox output gear.

The output signals from the N2B and N2C sensors are transmitted
to the EECU; they are used for speed control and N2 cycle
counting.
2B1-2D: N2B goes to channel B


N2C goes to channel A

N2A also goes to the EBCAU.
8.12


N2 SPEED SENSORS
Training Notes
REDUCTION
GEARBOX
OUTPUT GEAR
(Phonic wheel)
N2A and
N2B
N2C
Type:
Electro-magnetic
Quantity:
3
(interchangeable)
Permanent
magnet
Electrical
connector
N2 SPEED
SENSOR
Coil
INDICATION
(N2, NR)
Phonic wheel:
- Quantity: 1
- Reduction gearbox output gear
N2 SPEED
SENSOR
N2A
SENSOR
2B1-2D: EBCAU
(2B1-2D) A
PUMP AND
METERING UNIT
ASSEMBLY
N2A AND N2B

SENSORS
N2C
SENSOR
N2C
SENSOR
(2B)
EECU
(2B1-2D) B
N2B
SENSOR
N2 SPEED SENSORS

8.13


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
T4.5 MEASUREMENT AND INDICATING

SYSTEM
Operation
Function
The T4.5 thermocouple probes measure the gas temperature

at the gas generator turbine outlet.
This system provides a measurement and indication of the gas

temperature (T4.5) at the gas generator turbine outlet.
- 2B-2B1: The conformation box provides the connection point

between the thermocouples, the indicator and the
EECU
Position
- 2D: The T4.5 conformation box is eliminated and replaced by

an electrical connector that is plugged into the EngineEECU harness. The "conformation" function is performed
by the EDR.
All the system components are located on the engine except:

- The EECU
- The T4.5 indicator
- 2D: The EDR (Engine Data Recorder).
- Type: Thermocouple probes
- Indication: degrees Celsius.
As the T4.5 temperature generated by each individual engine is

slightly different and as there may also be slight measurement
discrepancies, the actual T4.5 temperatures measured by the
thermocouple probes are "conformed" (i.e. adjusted) so that,
when operating correctly, all engines of the same variant indicate
the same reference T4.5 temperature.
The signal from the thermocouples is used for:
Main components
- Engine control (starting fuel flow)
- Thermocouple harness (x 2)
- Indication
- Engine Electronic Control Unit

- Indicator (VEMD)
- 2D: Fuel flow control.
- 2B-2B1: T4.5 conformation box

- 2D: EDR (Engine Data Recorder)

8.14


PRESENTATION
Training Notes
2D: EDR
2D
THERMOCOUPLE
PROBES
2B/2B1
THERMOCOUPLE
HARNESS (x 2)
2D
2D
2B/2B1
T4.5
INDICATION
2B-2B1: T4.5
CONFORMATION
BOX
T4.5
2D
2B/2B1
EECU
Type:
Thermocouple probes
2B-2B1: T4.5
CONFORMATION BOX
2D: Electrical
connector
Indication:
Degrees Celsius
PUMP AND METERING

UNIT ASSEMBLY
PRESENTATION
T4.5 MEASUREMENT AND INDICATING SYSTEM

8.15


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
T4.5 MEASUREMENT AND INDICATING

SYSTEM
2B-2B1: The two sets are connected to the conformation

box.
2D: Each set is connected to the Engine-EECU harness.
Thermocouple probes
T4.5 conformation system
Function
The thermocouples supply a signal for T4.5 indication and fuel
flow control (limitation of T4.5 by the EECU).
Position
- In the system:
2B-B1: connected to the indicator and the EECU
2D: connected to the Engine-EECU harness
- On the engine: the probes are located around the rear part
of the turbine casing and each probe is secured by a bolt.
Function
2B-2B1: The conformation box forms the interface between
the thermocouple and the rest of the system and
provides a corrected temperature indication.
2D: The T4.5 conformation is ensured by the EDR.
Position
- 2B-2B1: The conformation box is installed under the
protection tube.
- Type: Chromel and Alumel thermocouple
- 2B-2B1: The conformation box contains a printed circuit

board of resistors.
- Quantity: 8 double probes (16 thermocouples) in 2

harnesses.
The 2 sets of 4 thermocouple probes are identical and are LRU.
They are positioned to give a homogeneous measurement.
Each probe contains two hot junctions (Chromel and Alumel
wires soldered together).
A thermocouple produces an electromotive force which is
proportional to the temperature difference between the hot and
the cold junctions. The probes are wired in parallel thus the
reading obtained is an average.

2B-2B1: The conformation box contains resistors which
permit the engine to conform to a standard indication
criteria. The "zero and slope" resistance values can
be adjusted by opening connection on the printed
circuit board.
2D: The conformation values are recorded in the EDR.
Note: T4.5 conformation values are adapted to module M03
and recorded on the M03 log card.
8.16


SYSTEM COMPONENTS
ARRIEL 2B-2B1-2D
2D: EDR
2D
2D
EECU
2D
2B-2B1: T4.5
CONFORMATION BOX
PROBE
(sheath, Chromel
and Alumel junction)
2B/2B1
2B/2B1
2D: Electrical
connector
T4.5
conformation values are
adapted to module M03
and recorded on the M03
log card
T4.5
indication
Right harness
connector
EECU
connector
Quantity:
8 double probes
(16 thermocouples)
in 2 harnesses
2B-2B1: T4.5
CONFORMATION BOX
Printed
circuit
board
Connections
(adjustment of
resistance values)
EECU
connector
Indicator
connector
Left harness
connector
4 probe
set
2B/2B1
ZERO
1
2
3
4
5
6
7
Z
PENTE
1
2
3
4
5
6
7
C
P
ZERO
1
2
3
4
5
6
7
Z
PENTE
1
2
3
4
5
6
7
C
INDICATION
Type:
Chromel and Alumel
thermocouple
Cable
4 probe
set
2B/2B1
The conformation box

contains a printed circuit
board of resistors
SYSTEM COMPONENTS
T4.5 MEASUREMENT AND INDICATING SYSTEM

8.17

2B/2B1
REGULATION

THERMOCOUPLE
HARNESS (x 2)
Training Notes
ARRIEL 2B-2B1-2D
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
Function
The system provides measurement of the engine torque
measured on the power transmission shaft for torque indication
and fuel control.
Position
Operation
an electrical signal to the EECU. The EECU measures the phase
displacement of the signal.
The signal from the torquemeter is used for:
- Engine control
All the system components are located on the engine except:

- The EECU
- Torque indication.
2B-2B1: The system includes resistors (located in the
conformation box) to obtain a corrected torque
value.
- The torque indicator

- 2D: EDR (Engine Data Recorder).
2D: The torque conformation box is eliminated. The

"conformation" function is performed by the EDR.
- Type: phase displacement
Main components
- A phonic wheel (formed by the transmission shaft and the
reference shaft)
The torque conformation adapts the torque sensor signal to the

output shaft characteristics, being given the variations due to
the manufacturing tolerances.
- A sensor
- EECU
- Torque indication (VEMD)
- 2B-2B1: Torque conformation box
- 2D: EDR (Engine Data Recorder).

8.18


PRESENTATION
Training Notes
EECU
2B-2B1:
TORQUE
CONFORMATION
BOX
TORQUE
INDICATION
2B/2B1
TORQUE SENSOR
(connection with
the EECU)
2D: EDR
METERING
UNIT
REFERENCE
SHAFT
PHONIC WHEEL
TRANSMISSION
SHAFT
Type:
Phase displacement
PRESENTATION
TORQUE MEASUREMENT AND INDICATING SYSTEM

8.19


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
Torquemeter
Function
The torquemeter provides an electrical signal to the EECU.
Position
Conformation system
Function
- In the system: connected to the EECU

- On the engine: the shafts are located in the protection tube
and the sensor is mounted on the forward right hand side of
the transmission shaft protection tube.
2B-2B1: The conformation box provides a corrected torque

value to the EECU.
2D: The torque conformation is ensured by the EDR.
Position
- 2B-2B1: The conformation box is installed on the right hand
side of the protection tube.
- Phonic wheel
Quantity: 1
- Sensor
Quantity: 1
Type: electro-magnetic
- 2B-2B1: The conformation box contains a printed circuit
board of resistors.
The torquemeter mainly includes a phonic wheel formed by 4
teeth on the transmission shaft and 4 teeth on the reference shaft
(not submitted to torsion) and the sensor includes an electrical
connector connected to the EECU. Its depth of penetration is
adjusted by a laminated shim.
an electrical signal. The EECU measure the phase displacement
of the signals.

When the torque increases, the transmission shaft twist in relation

to the reference shaft causes a variation of the distances (a
increases, b decreases). The EECU measures this difference
and determines the engine torque value.
2B-2B1: The conformation box contains resistors which

permit the engine to conform to a standard indication
criteria. The "zero and slope" resistance values can
be adjusted by opening connections on the printed
circuit board.
2D: The conformation values are recorded in the EDR.
Note: Torque conformation values are adapted to module M01
and recorded on the M01 log card.
8.20


SYSTEM COMPONENTS
When there is no torque (zero), the distance between teeth

are equal (a = b).
Training Notes
REFERENCE
SHAFT
(fitted with 4
equidistant teeth)
2B-2B1:
TORQUE
CONFORMATION
BOX
The conformation box

contains a printed circuit
board of resistors
Connections
(adjustment of
resistance values)
TRANSMISSION
SHAFT (fitted
b
with 4 equidistant
Without torque
teeth)
(zero torque, a = b)
1
2
3
4
5
6
7
ZERO
TORQUE
SENSOR
Protection
tube
TORQUE
SENSOR
P
1
2
3
4
5
6
7
PENTE
PHONIC WHEEL
Quantity: 1
With torque
(the 2 shafts rotate at the same speed
SENSOR
but with a phase shift: a b)
Quantity: 1
a b
Type: electro-magnetic
Phonic wheel
- 8 teeth
Electrical signal
- belonging to the 2 shafts
to EECU
TORQUE
SENSOR
Laminated
shim
Transmission
shaft
Reference
shaft
Printed
circuit board
Electrical
connector
(connection with
the EECU)
Torque
conformation values are
adapted to module M01
and recorded on the M01
log card
2B-2B1:
TORQUE
CONFORMATION
BOX
SYSTEM COMPONENTS
TORQUE MEASUREMENT AND INDICATING SYSTEM

8.21


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
EDR - ENGINE DATA RECORDER (2D)

The Engine Data Recorder (EDR) stores specific parameters
relating to its engine (configuration data, conformation values,
counters, etc.) and records usage parameters during engine
operation.
Position
The EDR is mounted on a plate, which is attached to the engine
harness and located under the engine platform, close to the
EECU.
- Electrical power supply: 28 VDC
- Type of links: Ethernet (RJ45): maintenance laptop - airframe
- EDR and Controller Area Network (CAN): EECU - EDR.
Description
The EDR is linked to the EECU. When the EECU and EDR are
powered up, an initialisation sequence is performed and the
EDR returns configuration data, counter values and conformation
values to the EECU.
During engine operation, the EECU records data in the EDR
and provides the avionics with the engine counter values that
are stored in the EDR.
-
-
-
-
-
-
-
Maintenance need flag (EDR failure, etc.)

Counters (cycles, hours, etc.)
System events (EECU flags and context of the events)
Limit exceedances (N1, T4.5, TRQ, etc.)
Run-down time
Engine health monitoring results
Continuous recording (of the last operating hours).
Note: Some of these parameters are also stored in the EECUs

memory.
General operation
The EDR is used for:
- Automatic initialisation of the EECU if either the engine/
EDR or EECU is replaced: the EDR provides configuration
data, counter values and conformation values to the EECU
- Collection of engine parameters: the main engine
maintenance data are stored in the EDR for retrieval by
maintenance personnel. The EDR allows the operator to
download engine maintenance parameters through the
Ethernet link in order to fill in the engine logbook and perform
maintenance data analysis.
- Reading of engine parameters in the EECU: the operator
can directly access the EECU through the Ethernet link and
the EDRs CAN-Ethernet bridge function.
Recording of engine parameters:
Note 1: An EDR is dedicated to one engine and must follow

that engine throughout its entire life. An EDR must
never be used on a different engine.
- Engine configuration (engine S/N, etc.)

- Conformation values (TRQ, T4.5)
Note 2: The EDR and EECU must never be replaced

simultaneously.

8.22


Function
Training Notes
ARRIEL 2B-2B1-2D
Type of links:
CAN, Ethernet
EDR
ENGINE
HARNESS
OPER
ATO
LAPTO RS
P
Engine
plateform
CAN LINK
EECU
ETHERNET
LINK
ELECTRICAL
CONNECTOR
ETHERNET
LINK
EDR
(ENGINE DATA
RECORDER)
EDR - ENGINE DATA RECORDER (2D)

8.23


ENGINE
Firewall
Power supply:
28 VCC
ARRIEL 2B-2B1-2D
Training Notes
MISCELLANEOUS INDICATIONS
Description
Function
There are two main indicating devices in the cockpit:
To provide information in the cockpit about the operation of the

aircraft and engine systems.
- The VEMD
Position
The VEMD displays all the necessary vehicle and engine

parameters. It can also display maintenance information
when the aircraft is on the ground. It comprises an upper and
lower screen and ten selector buttons for selecting the various
functions.
- On the instrument panel.
- Central Warning Panel
- The CWP.
The CWP has a set of warning lights to alert the pilot to any
malfunction in aircraft and engine vital system.
- Display unit with two screens

- Liquid crystal displays.
Main components
- Engine sensors
- EECU
- VEMD (Vehicle and Engine Multi-function Display)
- CWP (Central Warning Panel).

8.24


GENERAL
Training Notes
ARRIEL 2B-2B1-2D
COCKPIT
AIRCRAFT
CWP
(Central Warning Panel)


Firewall
ENGINE
UPPER
SCREEN
LOWER
SCREEN
EECU
VEMD
(Vehicle and Engine Multi-function Display)
GENERAL
8.25
ARRIEL 2B-2B1-2D
Training Notes
There are several indicators which give information about the
engine operation. These pages summarize the various lights
which have already been dealt with in other chapters.
Indications supplied through the EECU

- Total failure


INDICATORS
- Degraded operation or minor anomaly
Position
- 2B: Manual mode
- 2B: Twist grip out of the neutral position
- Indicators directly connected to the engine sensors
- Indicators whose signal is provided by the EECU.

- 2B1-2D: Return to neutral position
- 2B1-2D: EBCAU enable.
Engine sensors connected direct to the

cockpit
- 2B-2B1: Low oil pressure
- 2B-2B1: Fuel filter pre-blockage
- Magnetic particles
- 2B-2B1: Low fuel pressure
- Fire detection.

8.26
Training Notes
ARRIEL 2B-2B1-2D


+ 28 V
2B-2B1: Low oil pressure
Circuit
breaker
2B-2B1: Fuel filter pre-blockage

Magnetic particles
2B-2B1: Low fuel pressure
Fire detection
ENGINE
+ 28 V
Total failure
Circuit
breaker
Degraded operation or minor anomaly

2B: Manual mode
2B: Twist grip out of the neutral position
2B1-2D: Return to neutral position
2B1-2D: EBCAU enable
EECU
INDICATORS
8.27
ARRIEL 2B-2B1-2D
Training Notes
When one of these parameters is approaching its limit
(represented by graduation No. 10), a solid yellow line appears
under that parameters digital indication on the right of the screen.
When the limit is reached, this line becomes red.
Function
The VEMD (Vehicle and Engine Multi-function Display) provides
information in the cockpit about the operation of the aircraft and
engine systems.
Position
During starting and normal operation, the lower screen normally

displays engine parameters such as the oil temperature and
pressure. However, if the upper screen fails during normal
operation, the lower screen displays the FLI instead.
During engine shut-down (N1 < 10% and NR < 70 rpm), the
lower screen displays the "Flight report". This indicates the
flight number and duration, the number of C1 and C2 cycles
performed in the flight and the total number of C1 and C2 cycles
performed. An "Over limit detected" and/or "Failure detected"
message may also be displayed.
Main components
- 1 upper screen
- 1 lower screen
2D: The creep-damage counter ("Usage") is also displayed.
- Control buttons.
When the engine is stopped, the maintenance mode becomes

available and the following functions can be accessed:
Description
Upper screen
During the starting sequence, the upper screen displays engine
parameters such as the T4.5, TRQ and N1. During normal
operation (N1 > 60%), it displays the FLI (First Limit Indicator),
which shows the parameter that is nearest its limit (T4.5, TRQ
or N1).

Lower screen
"Flight report", "Failure", "Over limit", "Engine power check",

"Trans. reset", "Func. times", and "FADEC data" (2B-2B1) or
"EECU data" (2D).
8.28


VEMD - PRESENTATION
Training Notes
ARRIEL 2B-2B1-2D
UPPER SCREEN
P2
3
4 6 8
2
10
0 TQ x 10
61,8%
T4
648C
P2
9
x 100
-5
-10
NG
10
3
2
1
0
0
NG 5
72,7%
5 6 7
FLI
98%
8
9
10
11
T4
680C
TQ
90%
0
MESSAGES
OFF 1
OFF 2
Upper
screen
SCROLL
RESET
SELECT
+
-
Lower
screen
ENTER
STARTING
CONTROL
BUTTONS
OPERATION
The aircraft
manufacturers
documentation is the
reference for this
system.
DURATION 1 h 21 mn
USAGE
0.0%
CYCLE NG XX.XX I XXXX.XX
2D VERSION
LOWER SCREEN
BRT +
BRT -
10
TEMP
90C
VEMD
(Vehicle and Engine
Multi-function Display)
U/BUS
28 V
ENG OIL
2
16
x 10
MAINTENANCE MENU
FLIGHT REPORT
10
FLIGHT NUMBER 452
16
DURATION 1 h 21 mn
PRESS
6 Bar
I/GEN
150 A
Ou
Pg
-

CYCLE NF XX.XX I XXXX.XX
TOTAL
+
31
Ou
OVER LIMIT DETECTED

FAILURE DETECTED
FLIGHT REPORT
FAILURE
OVER LIMIT
ENGINE POWER CHECK
TRANS. RESET
FUNC. TIMES
FADEC DATA
HARMONISATION IN PROGRESS
HARMONISATION OK
EXIT ---> PRESS RESET
STARTING / OPERATION
Turbomeca uses
the terminology
defined in AS 755,
as N1, T4.5, TRQ,
P3, whereas
EUROCOPTER
uses for the
2B-2B1: Ng, T4, TQ
and P2 and for the
2D: N1, TOT, TRQ
and P2.
FLIGHT REPORT
(during shut-down when N1 < 10%
and NR < 70 rpm)
STOP
VEMD - PRESENTATION
8.29


10
Note:
ARRIEL 2B-2B1-2D
Training Notes

"COMPLETE DIAGNOSIS" page:
Flight Report
Displays the flight details and the identification of the LRU

concerned, plus a failure code which can be decoded in chap.
71-00-06 Troubleshooting.
On the "Flight Report" page, one or both of the following

messages may be displayed:
OVER LIMIT DETECTED
Display the engine parameters.
FAILURE DETECTED
The parameters are on 3 pages which are displayed automatically

(one or more) according to the failures detected.
Over Limit
The Over Limit page records any overlimits of TRQ, T4.5, N1,
N2 and NR. It displays the duration and value of the excess.
Failure Diagnosis
"FAILURE DIAGNOSIS" page:
Displays all the failures in the memory for the last 32 flights.
- The total number of flights with failures detected

- The flight number and number of failures detected
- The number in the list of flights with failures.

The values of each parameter are given in 2 columns. The first

column (left) shows the values 12 seconds before the failure
and the second column (right) shows the values when the
failure was detected.
Failures
The failure diagnosis is given on 5 pages.
It includes :
"PARAMETRES" pages:
Failures detected by the EECU are transmitted to the VEMD,

which displays them on the lower part of the upper screen. This
display is in the form:
FAIL 1 XXXX ou FAIL 2 XXXX
Note 1: FAIL 1 and FAIL 2 refer to the failure code tables in
Chapter 71-00-06 Troubleshooting (Maintenance
Manual). These tables identify the failure related to
each code.
Note 2: The aircraft manufacturer's documentation is the
reference for this system.
8.30

VEMD - TROUBLESHOOTING
Training Notes
ARRIEL 2B-2B1-2D
FAILURE
CODE TABLES
OFF 1
MAINTENANCE MENU
ARRIEL 2 B
P2
NG
10
0
FUEL QTY
210 KG
HARMONISATION OK
3
2
1
0
5 6 7
OFF 2
FLI
T4
Red
FAIL1-00D0
Red
Red
FAIL1-00F0
Red
1.
SCROLL
FAIL1-0100
OAT
+ 25.1C
Amber
Amber
FAIL1-0500
Amber
FAIL1-0600
RESET
Amber
FAIL1-0300
FAIL1-0400
TQ
Amber
FAIL1-0200
680C
90
MESSAGES
Amber
FAIL1-00C0
FAIL1-00E0
9
10
11
Warning indicator lights
FAIL1-00B0
98%
8
MAINTENANCE MANUAL
Indication
Alarms VEMD
Amber
FAIL1-0700
FAIL1-0800
SELECT
FAIL1-0900
Amber
Failure indentification
ARRIEL 71-00-06-817-828
2B
A.
Collective pitch failure,

71-00-06-817-860
Maintenance failure, P3
Raw T4.5 menu/fadec data function mode
failure and Helicopter T0
Indication
failure
Alarms VEMD
Raw torque failure

FAIL1-0001
Red
T4.5 conformation failure
FAIL1-0002 before power on Amber
71-00-06-817-959
Watchdog trip
71-00-06-817-844
N2 trim failure
Raw
71-00-06-817-836 trip and N2
FAIL1-0003 torque failure and
Red
Watchdog
trim failure
before power on
FAIL1-0004
Red/Amber
OFF/IDLE/ON selector
Torque conformation
71-00-06-817-847failure
failure before power on
FAIL1-0005
Red
Watchdog trip and OFF/
Raw torque failure and
71-00-06-817-838 selector failure
IDLE/ON
Torque conformation
FAIL1-0006
Red/Amber
N2 trim failure and OFF/
IDLE/ON selector failure
71-00-06-817-839
FAIL1-0007
Red
Watchdog trip, N2 trim
before power on and
failure and OFF/IDLE/ON
Torque conformation
selector failure
FAIL1-0010 torque failure, T4.5
Amber 71-00-06-817-840 pitch failure
Collective
Raw
conformation failure
FAIL1-0020
Amber Flashing/Amber
Raw T4.5 failure
before power on and
FAIL1-0030
Amber
Collective pitch failure
Torque conformation
and Raw T4.5 failure
Raw torque failure and

T4.5
FAIL1-0060 conformation failure
Amber
before power on
FAIL1-0070
FAIL1-0080
FAIL1-00A0
The information in this manual is subject to the warning

given on the information page.
71-00-06-817-808
71-00-06-817-811
71-00-06-817-962
71-00-06-817-940
71-00-06-817-951
71-00-06-817-832
P3 failure
P3 failure and
List of failure codes Collective
pitch failure
Page 102
May 30/2011
Raw T4.5 failure and P3
failure
71-00-06-817-833
71-00-06-817-823
71-00-06-817-825
EXIT ----> PRESS RESET

List of failure codes
Page 101
May 30/2011
71-00-06
CHAP. 71-00-06
TROUBLESHOOTING
ENTER
+
31
OVER LIMIT DETECTED

FAILURE DETECTED
EXIT ---> PRESS RESET
TIME
COMPLETE DIAGNOSIS
Pg

CYCLE NF XX.XX I XXXX.XX
TOTAL
BRT +
XXX
XXX
XXX
XX
XX
XX
) TRQ TRA
) TRQ MED
) TRQ EXT
XXX X
t4
XXX
XXX
XXX
XX
XX
XX
) T4 LOW
) T4 MED
) T4 HI
XXX
XXX
NG
XXX
XXX
XX
XX
) NG MNT
) NG TRA
NF
XXX
XXX
XX
XX
) NF TRA
) NF EXT
XX
LRU name
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
XXXXXXXXXXXXX
FAIL
1
LRU name
Param EOP
To see param press ENTER
XXX
XXX
EXIT ----> PRESS RESET
BRT -
Pg
+
TURBOMECA
ARRIEL 2 B
XX
LIST OF FAILURE CODES DISPLAYED BY THE VEMD

A.
Maintenance menu/fadec data function mode

Indication
Alarms VEMD
XXX
MAINTENANCE MANUAL
LIST OF FAILURES CODES
1.
FAIL1-0001
31
Red
FAIL1-0002
Amber
N2 trim failure
FAIL1-0003
Red
Watchdog trip and N2

trim failure
FAIL1-0004
Task No.
71-00-06-817-801
71-00-06-817-953
71-00-06-817-807
OFF/IDLE/ON selector
failure
71-00-06-817-808
FAIL1-0005
Red
Watchdog trip and OFF/

71-00-06-817-811
FAIL1-0006
XXX
Red/Amber
N2 trim failure and OFF/

71-00-06-817-812
Red
Watchdog trip, N2 trim

failure and OFF/IDLE/ON
selector failure
FAIL1-0007
Red/Amber
Watchdog trip
FAIL1-0010
Amber
FAIL1-0020
Amber Flashing/Amber
FAIL1-0030
FAIL1-0040
FAIL1-0050
Amber
Amber

Raw T4.5 failure
and Raw T4.5 failure
Helicopter T0 failure
71-00-06-817-813
71-00-06-817-961
71-00-06-817-962
71-00-06-817-963
71-00-06-817-940
XXX
XXX
XXX
XXX
The aircraft
manufacturers
documentation is the
reference for this
system.
Amber

and Helicopter T0 failure
71-00-06-817-951
FAIL1-0060
Amber
Helicopter T0 failure and

Raw T4.5 failure
71-00-06-817-952
FAIL1-0070
XXX
FAIL on FLIGHT XXXXX at X XX

TEST REF XXX EOPFAIL
OVER LIMIT XXXXX

LIMIT
MAX
TRQ
NR
71-00-06-817-952

Raw T4.5 failure and
DURATION 1 h 21 mn
XXX
71-00-06-817-961
71-00-06-817-963
FLIGHT REPORT
FLIGHT NUMBER 452
XXX
71-00-06-817-812
71-00-06-817-813

Raw T4.5 failure
71-00-06
Amber
FAILURE DIAGNOSIS
HARMONISATION OK
FLIGHT XXXXX
71-00-06-817-953
71-00-06-817-807

and Helicopter T0 failure
71-00-06-817-842
Amber
Amber
Task No.
71-00-06-817-801
71-00-06-817-841
Amber
FAIL1-0090
MAINTENANCE MANUAL

71-00-06-817-830
LIST OF FAILURES CODES
P3 failure
Raw T4.5 failure, P3
71-00-06-817-831
failure and Helicopter T0
failure
LIST OF FAILURE CODES DISPLAYED BY THE VEMD
FAIL1-0040 conformation failure

Amber
Flashing amber
T4.5
FAIL1-0050 before power on Amber
Amber
Task No.

71-00-06-817-827
TURBOMECA
failure
P3 failure


TURBOMECA
FLIGHT REPORT
FAILURE
OVERLIMIT
ENGINE POWER CHECK
TRANS. DATA
FUNC. TIMES
FADEC DATA
MAINTENANCE MENU
FLIGHT REPORT
FAILURE
OVERLIMIT
ENGINE POWER CHECK
TRANS. DATA
FUNC. TIMES
FADEC DATA
Amber

Raw T4.5 failure and
71-00-06-817-832
FAIL1-0080
MAINTENANCE
MANUAL
TASK
Amber
P3 failure
71-00-06-817-833
FAIL1-0090
Amber
P3 failure and Collective

pitch failure
71-00-06-817-823
FAIL1-00A0
Amber

failure
71-00-06-817-825

XX
NG
XXX.X
XXX.X
TRQ
XXX
t4
XXXXX.X
T4R1
XXXXX.X
T4R2
XXXXX
P0
-XX.X
OAT
XXX
I. GENC
XX.X
U. BUS
XXXXX
NF
XXX
NR
-XXXX
VZ
P2 HD/P/DFAIL
X/X/X
List of failure codes

Page 101
May 30/2011
71-00-06
CHAP. 71-00-06
TROUBLESHOOTING
FAIL
XXX.X
XXX.X
XXX
XXXX.X
XXXX.X
XXXXX
-XX.X
-XXX
XX.X
XXXXX
XXX
-XXXX
X/X/X
%
%
C
mb
C
A
V
RPM
RPM
Ft / mn
BOOLEAN
VEMD - TROUBLESHOOTING
8.31
ARRIEL 2B-2B1-2D
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS- 1ST LINE MAINTENANCE

objectives.

flight safety.


8.32


ARRIEL 2B-2B1-2D
Training Notes


- Pyrometric harness
Inspection
Chap. 77

- 2B-2B1: Torque conformation box
Tightening check
- 2B-2B1: T4.5 conformation box
Tightening check
- 2B-2B1: N1 speed sensors
Tightening check
- 2B-2B1: N2 speed sensors
Tightening check
- 2B-2B1: Torquemeter sensor
Tightening check
Chap. 70
Chap. 70
Chap. 70
Chap. 70
Chap. 70
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

8.33
ARRIEL 2B-2B1-2D
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS- 1ST LINE MAINTENANCE




8.34
ARRIEL 2B-2B1-2D
Training Notes
- Module M01 - Accessory gearbox
equipment
Torque sensor - Adjustment
Torque sensor - Inspection
Torquemeter sensor - Test
Chap. 72
- N1 speed sensors
Inspection
Test
Chap. 77
- N2 speed sensors
Inspection
Test
Chap. 77
- Pyrometric harnesses
Inspection
Test
Chap. 77
- 2B-2B1: Module M01 - Accessory gearbox

equipment
Torque conformation board - Replacement
Torque conformation box - Electrical test
Torque conformation box - Calibration
- 2B-2B1: Module M03 - Gas generator
equipment
Junction and T4.5 conformation
box - Calibration
box - Test
box - Inspection
box - Replacement
T4.5 conformation board - Replacement
Chap. 72
Chap. 72
- 2D: EDR
Chap. 77
Inspection / check
Management of EDR data - Special procedure
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

8.35




ARRIEL 2B-2B1-2D
Training Notes


9 - STARTING SYSTEM
- Starting system presentation .............................................................. 9.2
- Starter-generator ................................................................................... 9.4
- Ignition system (74-00-00) .................................................................... 9.6
- Starting system - Operation................................................................. 9.8
- Starting system - 1st line maintenance.............................................. 9.10 - 9.13
9.1
STARTING SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
STARTING SYSTEM PRESENTATION

Main components
The starting system ensures starting (on the ground and in flight)
and crank of the engine. It includes the following functions:
cranking, fuel supply, ignition and sequential control.
- In the cockpit:
2B: "OFF-IDLE-FLIGHT" engine rating selector
2B1-2D: - "ON-OFF" engine rating selector
- Twist grip
Dry crank push-button
Circuit breakers
Position
All the starting accessories are installed on the engine except
the EECU which is installed in the aircraft. Indicating and control
components are aircraft components.
- Starting envelope: refer to the Flight Manual
- Start duration: between 25 and 30 sec.
- Max. crank time: < 20 sec.
- Stabilisation time before shut-down:
2B: 30 sec at flight
2B1-2D: 30 sec at idle

Function
- In the airframe:
Starter contactor
Accessory relay
2D: 1 ignition relay and 1 start relay.
EECU
- On the engine:
Starter-generator
Ignition system components
Start electro-valve
Stop electro-valve.
- Run-down time: > 25 sec. from 67 to 0% N1

- Max. T4.5 during start: refer to the Flight Manual.

9.2
STARTING SYSTEM
Training Notes
2B
OFF IDLE FLT -
Starting envelope:
Refer to Flight Manual
2B1/2D
- AR
- ON
- RAL
- VOL
ENGINE RATING
SELECTOR
- OFF
STARTER
CONTACTOR
ENGINE RATING
SELECTOR
Start duration:
Between 25 and 30 sec.
Max. crank time:
< 20 sec.
Stabilisation time
before shut-down:
2B: 30 sec. at flight
2B1-2D: 30 sec. at idle
Run-down time:
> 25 sec. from 67 to 0% N1
Max. T4.5 temperature
during start:
Refer to Flight Manual
IGNITION SYSTEM
COMPONENTS
IDLE
FLIGHT
TWIST
GRIP
2B-2B1: 1 ACCESSORY
RELAY
2D: 2 RELAYS
(START AND
IGNITION)
START
ELECTRO-VALVE
"CRANK"
PUSH-BUTTON
EECU
STOP
ELECTRO-VALVE
AIFRAME COMPONENTS
ENGINE COMPONENTS
CIRCUIT-BREAKER
COCKPIT COMPONENTS
STARTING SYSTEM PRESENTATION

STARTER-GENERATOR
9.3
STARTING SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
STARTER-GENERATOR

Operation
The starter motor cranks the gas generator rotating assembly

during starting and dry crank.
Engine cranking (starter)
When the rotation speed of the gas generator is sufficient, the

starter operates as a Direct Current generator.
Position
- On the engine: on the front face of the accessory gearbox.
- Supplied by aircraft manufacturer
- Type: starter-generator
- Supply: 28 VDC.
Main components
When the pilot starts the engine, the starter contactor closes
and connects the aircraft DC busbar to the starter.
The starter then cranks the rotating assembly through the
accessory drive train.
The torque on the starter shaft is inversely proportional to the
gas generator speed and will be higher when the atmospheric
temperature is low.
The gas generator rotation speed increases up to self-sustaining
speed. The supply to the starter is then cut-out by the opening
of the starter contactor.
Generator operation
When self-sustaining speed is reached, the gas generator drives
the starter which then operates as an electrical DC generator
and supplies the aircraft electrical system.
- The starter-generator
- The mounting flange
Note: 2D: The power supply to the starter is cut-off at 61% of

N1.
- The supply terminals.

9.4
STARTING SYSTEM

Function
ARRIEL 2B-2B1-2D
Training Notes


SUPPLY
TERMINALS
MOUNTING
FLANGE
STARTERGENERATOR
START
TORQUE
SUPPLIED BY
AIRCRAFT MANUFACTURER
Decreasing ambient
temperature
Type:
Starter-generator
Supply:
28 VDC
N1
Self-sustaining speed
STARTER
STARTER-GENERATOR
2D: 61%
45%
GENERATOR
9.5
STARTING SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
IGNITION SYSTEM
Operation
This system ensures the ignition of the fuel sprayed by the start
injectors into the combustion chamber.
Position
All the ignition system components are fitted on the engine,
except the electrical supply circuit.
Ignition unit: on the right-hand side of the axial compressor
casing.
Igniter plugs: beside the start injectors on each side of the
combustion chamber casing.
2B-2B1: The system is electrically energised from engine

starting to self-sustaining speed (45% of N1).
2D: The system is electrically energised from engine starting
to N1 > 30%.
The ignition unit is supplied with 28 VDC. It changes this to
a high-energy current which is delivered to the igniter plugs
through the ignition cables.
The high energy current produced by the ignition unit is supplied
to the central electrode of the igniter plug. It discharges, across the
semi-conductor to the plug body causing a powerful spark.
- Type: High Energy (HE)
- Supply voltage: 28 VDC.
Description
The ignition system includes the following components:
- 1 double ignition unit
- 2 ignition cables (identical, triple-braided, high-energy cables)
- 2 igniter plugs (surface-discharge type, incorporating a central
electrode insulated from the body, with semi-conductor at the
tip).

9.6
STARTING SYSTEM


Function
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL
CONNECTOR
IGNITER
PLUG
Electrical connector
(to the ignition unit)


Electrical connector
(to the igniter plug)
EXTERNAL
BODY
(-)
IGNITION
CABLE
Spark
Insulator
IGNITION
CABLES
CENTRAL
ELECTRODE
(+)
IGNITION
UNIT
Semiconductor
SEAL AND
SPACERS
Start injectors
IGNITER
PLUG
POWER
SUPPLY
CABLE
Type:
High Energy (HE)
IGNITER
PLUG
Supply voltage:
28 VDC
IGNITION SYSTEM
COMBUSTION
CHAMBER
9.7
STARTING SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
STARTING SYSTEM- OPERATION

Crank cycle
Starting cycle
A crank consists of cranking the rotating assembly without

supplying fuel or ignition (dry ventilation). It is used for cooling
the engine or for maintenance procedures.
The starting cycle is characterised by the evolution of the

engine parameters, especially the rotation speed and the gas
temperature.
The crank cycle comprises the following phases:

- Crank selection
The main points of the starting cycle are:
- Cranking of the rotating assembly
- Start selection
- End of crank and run-down.
- Self-sustaining speed (de-energisation of the starter and

ignition unit)
Crank
- End of start (stabilisation at idle speed).
Shut-down cycle
This cycle comprises the following points:
- Stabilisation
- Stop selection
- Run-down and stop.
Ensure that N1 < 10%

- Selector to "OFF"
- 2B-2B1: Starting pump "ON"
- Press (and hold) the "CRANK" button. The engine accelerates
without ignition and fuel: cranking should not exceed 20 sec.
- Release the "CRANK" push-button
- 2B-2B1: Starting pump "OFF".
Note 1: Cranking must be performed with the starting pump
"ON" in order to lubricate the HP fuel pump.
Note 2: Crank time is limited to 20 sec. to avoid overheating
of the starter motor.

9.8
STARTING SYSTEM

This section deals with operating sequences associated with

the starting system: start, shut-down and dry crank.
Training Notes
ARRIEL 2B-2B1-2D
START
Stop selection
Stabilisation
RELAY UNIT
ACCESSORY RELAY
2B/2B1
2D: IGNITION RELAY
2D
- Ignition unit
2D: START RELAY
2D
- Start electro-valve
- Stop electro-valve
Run-down
2D
2B/2B1
CRANK SELECTION
STARTER
CONTACTOR
N1
N2 100%
SHUT-DOWN CYCLE
Startergenerator
time
T4.5 gas
temperature
N1
Crank cancel
Run-down
N1 idle
Selfsustaining
speed
Selection
STARTING CYCLE
Selection
time
STARTING SYSTEM- OPERATION

(20 sec. max.)

CRANK CYCLE
time
9.9
STARTING SYSTEM


SELECTION
N1
EECU
ARRIEL 2B-2B1-2D
Training Notes
STARTING SYSTEM - 1ST LINE

MAINTENANCE

objectives.

flight safety.


9.10
STARTING SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


- 2D: Ignition system
Operational test
Chap. 72
- 2D: Ignition cables

Tightening check
Chap. 72

- 2B-2B1: High Energy ignition unit (HE)
Tightening check
- 2B-2B1: Ignition cables
Tightening check
- 2B-2B1: Start system
Operational check
- 2B-2B1: N2 Igniter plugs
Inspection
Chap. 70
Chap. 70
Chap. 72
Chap. 72
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE

9.11
STARTING SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
STARTING SYSTEM - 1ST LINE

MAINTENANCE




9.12
STARTING SYSTEM
ARRIEL 2B-2B1-2D
Training Notes


- Start injectors and igniter plugs

Adjustment
Chap. 72
- High Energy ignition unit (HE)

Inspection
Chap. 74
- Ignition cables
Inspection
Chap. 74
- N1 rundown time
Chap. 71
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE

9.13
STARTING SYSTEM


ARRIEL 2B-2B1-2D
Training Notes
- Electrical system presentation (71-51-00) .......................................... 10.2

- Alternator (72-61-00) ............................................................................. 10.4
- Electrical harnesses (71-51-00) ........................................................... 10.8
- Electrical system - 1st line maintenance............................................ 10.10 - 10.13
10.1
ELECTRICAL SYSTEM


1
0 - ELECTRICAL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL SYSTEM PRESENTATION
The system contributes to the various indicating and control

functions of the engine:
Note: The accessories are dealt with in the corresponding

chapters except the alternator.
- Control
- Control system
- Safety system
- Maintenance aid.
- Direct current: 28 VDC from aircraft electrical system
- Dedicated alternator electrical power: 100 VA, < 48 VDC after
being rectified by the EECU.
Main components
- Engine electrical components (accessories and sensors)
- Control and indicating components (aircraft)
- Engine Electronic Control Unit (installed in the airframe)
- Electrical harnesses.

10.2
ELECTRICAL SYSTEM


Function
Training Notes
CONTROL
AND INDICATING
COMPONENTS


ARRIEL 2B-2B1-2D
Direct current:
28 VDC from aircraft
electrical system
electrical power:
100 VA, < 48 VDC after being
rectified in the EECU
ELECTRICAL
HARNESSES
ACCESSORIES
AND SENSORS
ENGINE ELECTRONIC
CONTROL UNIT
ELECTRICAL SYSTEM PRESENTATION

10.3
ELECTRICAL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
ALTERNATOR
Main components
Function
- Drive shaft
The alternator provides electrical power and N1 signals to the

EECU.
- Rotor
Position
- 2B1-2D: 2 electrical connectors (connection with the

EECU).
- 2B: 1 electrical connector (connection with the EECU)
- On the engine: on the rear face of the accessory gearbox.

Note: The rotor is mounted on the drive shaft.
- Type:
2B: three phase alternator, permanent magnet rotor
2B1-2D: three phase double alternator, permanent magnet
rotor
- Power: 100 VA
- Output voltage: < 48 VDC after being rectified by the
EECU.

10.4
ELECTRICAL SYSTEM


GENERAL
Training Notes
ARRIEL 2B-2B1-2D

ELECTRICAL
CONNECTORS
Power:
100 VA
Output voltage:
< 48 VDC after being rectified by the
EECU
Drive shaft
(N1)
Rotor
(permanent magnet)
MOUNTING
FLANGE
(mounting on
accesory gearbox)
ALTERNATOR
2B:
ALTERNATOR
2B1-2D:
ALTERNATOR
ELECTRICAL
CONNECTOR
GENERAL
ALTERNATOR
10.5
ELECTRICAL SYSTEM

Type:
Permanent magnet rotor
- 2B: 3 phase alternator
- 2B1-2D: 3 phase double alternator
ARRIEL 2B-2B1-2D
Training Notes
ALTERNATOR

Description
The alternator is secured by 3 screws on the rear face of the
accessory gearbox. Its flange has threaded holes for extraction.
EECU electrical supply
It includes the following components:
The EECU is electrically supplied by either the aircraft + 28VDC

busbar or the engine alternator as follows:
- A rotor driven by the accessory drive train (N1). It is made

up of permanent magnets (8 poles)
- 2B: A stator formed by a three-phase coil located around
the rotor
- 2B1-2D: A stator formed by two separate coils (A and B);
one for channel A and one for channel B
- 2B: An electrical connector for connection to the EECU
- The aircraft + 28 VDC busbar is used on its own during starting

and in the event of an alternator failure during flight
- The engine alternator is used above approx. 60% N1 (normal
operation)
- The EECU switches automatically from the aircraft + 28VDC
busbar to the alternator without any effect on its operation.
- 2B1-2D: Two electrical connectors for connection to the 2

channels of the EECU (one for each channel).
Operation
The alternator transforms the mechanical power available on
the shaft into electrical power.
2B: The electrical power is used to supply the EECU.
2B1-2D: The electrical power is used to supply each channel
of the EECU separately.
The three-phase voltage is rectified by a Graetz bridge housed
in the EECU.

10.6
ELECTRICAL SYSTEM

2B: The frequency signal is used by the EECU as a back-up

N1 speed signal.
2B1-2D: The frequency signal is used by each channel of the
EECU as the main N1 signal.
Training Notes
EECU
(rectified three-phase voltage)
STATOR
(three-phase
coil)
+ 28 VDC
BUSBAR
ELECTRICAL
CONNECTORS
(connection to the EECU)
ROTOR
2B
Internal
supply
2B
Stator
winding A
Stator
winding B
EECU
MOUNTING FLANGE
(secured on the
rear face of the
accessory gearbox)
2B1/2D
Stator
ROTOR
(permanent magnets;
8 poles)
N1
Approx. 60%
+ 28 VDC
BUSBAR
Channel
A
ALTERNATOR
(supplies the EECU with threephase alternating current)
Stator
winding B
Stator
winding A
ROTOR
PRINCIPLE OF EECU
ELECTRICAL SUPPLY
0%
Normal operation
+ 28 VDC busbar
Alternator
+ 28 VDC busbar failure
TOTAL FAILURE
Alternator
Alternator failure
+ 28 VDC busbar
+ 28 VDC busbar
100%
Channel
B
2B1/2D
DOUBLE ALTERNATOR
(supplies the EECU with threephase alternating current)
ALTERNATOR

10.7
ELECTRICAL SYSTEM


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL HARNESSES
The electrical harnesses connect the engine electrical

components to the EECU and the aircraft.


Function
- Cable type: plaited, shielded or double-shielded
- Type of connectors: threaded, self-locking.
Main components
Two engine harnesses:
- 1 engine to EECU harness (P201 and P203 connectors)
- 1 engine to Aircraft harness (P100 connector).
Note: The engine-EECU harness (2B1-2D: P101 connector)
is used to transmit the ambient temperature T0 signal
from the probe installed on the airframe.

10.8
ELECTRICAL SYSTEM
Training Notes
ARRIEL 2B-2B1-2D
Engine platform
Cable type:
Plaited, shielded or
double-shielded
Engine
P 200
P 100
Type of connectors:
Threaded, self locking
AIRCRAFT
P 202
P 204
P 201
2D:
EDR
E
E
C
U
Aircraft responsibility
ENGINE
Engine responsibility
P 203
2B1-2D: P 101
(T0)
ENGINE-AIRCRAFT
HARNESS
P 100
CONNECTOR
P 201
CONNECTOR
P 201
CONNECTOR
2B1: P 101
CONNECTOR
P 203
CONNECTOR
ENGINE-EECU
HARNESSES
EDR
ATTACHMENT
P 203
CONNECTOR
ENGINE-EECU
HARNESSES
2B/2B1
ELECTRICAL HARNESSES
ENGINE-AIRCRAFT
HARNESS
P 100
CONNECTOR
2D
P 101
CONNECTOR
10.9
ELECTRICAL SYSTEM


Aircraft
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL SYSTEM - 1ST LINE

MAINTENANCE

objectives.

flight safety.


10.10
ELECTRICAL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes


- 2B-2B1: Control harness
Inspection
Chap. 71
- 2B-2B1: Control and indicating harness

Inspection
Chap. 71
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

10.11
ELECTRICAL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes
ELECTRICAL SYSTEM - 1ST LINE

MAINTENANCE




10.12
ELECTRICAL SYSTEM
ARRIEL 2B-2B1-2D
Training Notes


- Control harness
Tests
Chap. 71
- Control and monitoring harness

Tests
Chap. 71
- Alternator
Test
Chap. 72
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

10.13
ELECTRICAL SYSTEM


ARRIEL 2B-2B1-2D
Training Notes
- Engine compartment ............................................................................ 11.2

- Engine mounting and lifting ................................................................ 11.4
- Air intake and exhaust system ............................................................ 11.6
- Engine/airframe system interfaces ..................................................... 11.8
- Drains - Purges - Air vents (71-71-00).................................................. 11.16
- Fire protection (26-11-00) ..................................................................... 11.18
- Engine installation - 1st line maintenance......................................... 11.20 - 11.25
11.1
ENGINE INSTALLATION


1 - ENGINE INSTALLATION
1
ARRIEL 2B-2B1-2D
Training Notes
ENGINE COMPARTMENT

Description
The engine compartment houses the engine.
The engine compartment includes the following components:
Position
- The firewalls:
Front firewall
Rear firewall
- At the rear of the helicopter main gearbox.
- Insulated compartment
- Compartment ventilation by air circulation.
- Engine cowling which includes the air intake grill.

- The compartment ventilation is ensured by air circulation in
order to maintain an acceptable temperature in the various
areas.
Main components
- Firewalls
- Cowlings
- Support platform.

11.2
ENGINE INSTALLATION

Function
Training Notes
ARRIEL 2B-2B1-2D
Insulated compartment
Air intake
grill

Compartment ventilation
by air circulation
ENGINE
COWLING
FRONT
FIREWALL
REAR
FIREWALL
ENGINE COMPARTMENT
11.3
ENGINE INSTALLATION
ARRIEL 2B-2B1-2D
Training Notes
ENGINE MOUNTING AND LIFTING

ENGINE LIFTING
Function
Function
The engine mountings attach the engine to the aircraft.
The 3 lifting rings are used to lift the engine.
Description
Description
- Front mounting: on the front support casing front flange
- Two lifting rings at the junction of the compressor and

combustion chamber casings
- Rear mounting: an airframe cradle secured by two clamps

on the protection tube.
Note: The triangular power transmission flange is located
inside the front support casing.
- One lifting ring on the mounting flange of the exhaust pipe.
Engine removal and installation

Turbomeca supplies an engine lifting beam which attaches to
the lifting rings on the engine.
This permits the removal and installation of the engine in the
airframe.
The removal/installation procedure is described in the Airframe
Maintenance Manual and must only be carried out in accordance
with this procedure and using the appropriate tooling.

11.4
ENGINE INSTALLATION

ENGINE MOUNTING
Training Notes
ARRIEL 2B-2B1-2D
REAR LIFTING
RING
FRONT LIFTING
RINGS
MOUNTING BY THE
FRONT SUPPORT
CASING FRONT FLANGE
MOUNTING BY TWO
CLAMPS ON THE
PROTECTION TUBE
REAR MOUNTING
(supplied by the aircraft manufacturer)
FRONT MOUNTING
ENGINE MOUNTING AND LIFTING

11.5
ENGINE INSTALLATION


ENGINE LIFTING
BEAM
ARRIEL 2B-2B1-2D
Training Notes
AIR INTAKE AND EXHAUST SYSTEM

Exhaust system
Function
Function
The air intake system directs the ambient air into the engine.
The exhaust system discharges the gas overboard.
Position
Position
- In front of the engine.
- At the rear of the engine.
- Type: dynamic, annular
- Type: elliptical.
- Air flow:
2B-2B1: 2.5 kg/sec (5.5 lb/sec.)
2D: 2.71 kg/sec (5.9 lb/sec.)
The extension is supplied by the aircraft manufacturer. It is

secured by bolts at the rear of the engine exhaust pipe.
The exhaust expels the gas directly but it can be adapted to

the aircraft by means of an extension.
A circular flange on the compressor casing permits connection

of the aircraft air duct.
The admission of air can be made through a static or a dynamic
intake. The engine cowling can be provided with protection
devices (sand filters...).
A connection for compressor washing is fitted on the aircraft
air duct.

11.6
ENGINE INSTALLATION

Air intake
Training Notes
ARRIEL 2B-2B1-2D
AIR DUCT
HELICOPTER
AIR INTAKE
UNION FOR
COMPRESSOR
WASHING
ENGINE
EXHAUST
PIPE
AIR INTAKE
Type:
Dynamic, annular
Air flow:
- 2B-2B1: 2.5 kg/sec (5.5 lb/sec.)
- 2D: 2.71 kg/sec (5.9 lb/sec.)
EXHAUST SYSTEM
Type:
Elliptical
AIR INTAKE AND EXHAUST SYSTEM

EXTENSION
(or aircraft
duct)
11.7
ENGINE INSTALLATION


PROTECTION DEVICES
(sand filters...)
ARRIEL 2B-2B1-2D
Training Notes
ENGINE/AIRFRAME SYSTEM INTERFACES

The oil system has three interfaces which are installed on the
front firewall, inside the engine compartment.


OIL SYSTEM
The oil system interfaces are:

- Oil outlet line to the oil cooler
- Oil supply line to the oil pump pack. The oil supply line is
fitted with a drain plug on the interface
- 2B-2B1: Engine breathing and oil tank vent line (aircraft
manufacturer's supply)
- 2D: Engine breathing (engine manufacturer's supply) and
oil tank vent line (aircraft manufacturer's supply)

11.8
ENGINE INSTALLATION
ARRIEL 2B-2B1-2D
OIL SUPPLY
TO THE PUMP
Oil tank
vent line
OIL BREATHER
UNION
Engine breathing
vent line
2D
2B/2B1
3
1
Oil cooler
OIL OUTLET
TO THE OIL COOLER
ENGINE INTERFACES
OIL SYSTEM

11.9
ENGINE INSTALLATION


Oil tank
Training Notes
ARRIEL 2B-2B1-2D
Training Notes

FUEL SYSTEM (2B-2B1)

The engine is provided with:

- A fuel system inlet union
- A fuel return line (start purge and injection wheel purge) back
to the tank.

11.10
ENGINE INSTALLATION
Training Notes
ARRIEL 2B-2B1-2D


INJECTION WHEEL PURGE

(stop purge valve)
START PURGE
(start purge valve)
From tank
FUEL SYSTEM
INLET UNION
2
FUEL RETURN
LINE
2
To tank
To
tank
Indication
To
tank
Indication
2B1: HP pump pressure
From tank
2B: Pressure from metering unit
FUEL SYSTEM (2B-2B1)

11.11
ENGINE INSTALLATION
ARRIEL 2B-2B1-2D
Training Notes

FUEL SYSTEM (2D)

The engine is provided with:

- A fuel system inlet union
- A fuel return line (start purge and injection wheel purge) back
to the tank.

11.12
ENGINE INSTALLATION
Training Notes
ARRIEL 2B-2B1-2D


INJECTION
WHEEL PURGE
(stop purge valve)
START PURGE
(start purge valve)
1
2
FUEL RETURN
LINE
FUEL SYSTEM
INLET UNION
2
To
tank
To
tank
From
tank
To
tank
From tank
FUEL SYSTEM (2D)

11.13
ENGINE INSTALLATION
ARRIEL 2B-2B1-2D
Training Notes

The engine electrical harness is connected to the EECU installed
in the airframe and to the aircraft electrical system by means
of three connectors (P100, P201, P203).


ELECTRICAL SYSTEM
2B1-2D: The engine EECU harness (P101 connector) is used

to transmit the ambient temperature T0 signal from
the probe installed on the airframe.
There are also earthing strips and starter-generator cables.

11.14
ENGINE INSTALLATION
Training Notes
Engine platform
Aircraft


ARRIEL 2B-2B1-2D
Engine
P 200
P 100
AIRCRAFT
ENGINE
STARTER-GENERATOR
CABLES
P 202
P 204
P 201
2D:
EDR
E
E
C
U
EARTHING
STRIPS
P 203
Engine interfaces
Aircraft responsibility
Engine responsibility
2B1-2D:
P 101
(T0)
ELECTRICAL SYSTEM

11.15
ENGINE INSTALLATION
ARRIEL 2B-2B1-2D
Training Notes
DRAINS - PURGES - AIR VENTS

Description
To drain fluids from certain engine components.
A drain collector is fitted on a bracket at the bottom of the

accessory gearbox casing and is connected by a flexible pipe
to an aircraft drain.
Position
- Various pipes on the engine connected to the aircraft drain
system.
- Stainless steel pipes.
Main components
Three drain tubes are connected to the drain collector:

- The output shaft seal drain
- The fuel pump drive drain
- The combustion chamber and fuel filter drain.
- Engine breather pipe (aircraft manufacturer's supply)
The oil breather union comprises a T union on the upper right

side of the accessory gearbox. Connected to the front of this
union is the oil tank breather and to the rear, the pipe which
discharges into the exhaust.
- Fuel pump drive and fuel filter drain
2D: The engine venting pipe is connected to the exhaust.
- Injection wheel purge
The injection wheel purge (through the stop purge valve) and
start purge drain valve are connected to the aircraft to be
returned to the tank.
- Combustion chamber drain
- Start purge valve outlet

- Exhaust pipe drain
- Output shaft seal drain.

The double exhaust pipe drain connects into one pipe which is
connected to an aircraft overboard drain.
11.16
ENGINE INSTALLATION

Function
Training Notes
INJECTION WHEEL
PURGE
FUEL PUMP
DRIVE DRAIN
AND FUEL FILTER
Interfaces
EXHAUST PIPE
DRAIN
2B/2B1
OIL
BREATHER
UNION
2D
Engine breather
pipe
(supplied by the aircraft manufacturer)
To fuel tank
COMBUSTION
CHAMBER DRAIN
DRAINS - PURGES - AIR VENTS

START
PURGE
DRAIN
COLLECTOR
OUTPUT SHAFT
SEAL DRAIN
To aircraft
drain
11.17
ENGINE INSTALLATION


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
FIRE PROTECTION
Description
The system includes:
Function
The fire detection system detects overtemperature in the engine
compartment and gives a cockpit indication.
Position
- On the engine: detectors and electrical wiring

- In the aircraft: indicating lights, fire detection unit and test
selector (aircraft manufacturer's supply).
Fire detectors
- In the system: connected to the cockpit

- On the engine:
"Cold" zone: one detector on the right of the accessory
gearbox and one detector on top of the pump and
metering unit assembly
"Hot" zone: one detector on the rear flange of the
combustion chamber casing left side.
Each fire detector includes a sealed bi-metallic strip which opens

the electrical circuit in case of overheat. It is fitted with a resistance
in parallel which enables the system to differentiate between
the normal opening of a detector and a wiring defect.
Note: Refer to the aircraft manual for more information.
- "Cold" zone:
Detector setting: nominal value: 200C (392F),
Quantity: 2
- "Hot" zone:
Detector setting: nominal value: 400C (752F),
Quantity: 1

11.18
ENGINE INSTALLATION


Fire detection
Training Notes
Cold zone
FIRE
DETECTOR
Hot zone
Aircraft
+
Alarm
TERMINALS
Engine
Detection
logic
+
SEALED
BI-METALLIC
DETECTOR
Test button
MOUNTING
FLANGE
"HOT" ZONE
Nominal value:
400C (752F)
Quantity:
1
FIRE PROTECTION
"COLD" ZONE
Nominal value:
200C (392F)
Quantity:
2
11.19
ENGINE INSTALLATION


ARRIEL 2B-2B1-2D
ARRIEL 2B-2B1-2D
Training Notes
ENGINE INSTALLATION - 1ST LINE

MAINTENANCE

objectives.

flight safety.


11.20
ENGINE INSTALLATION


Training Notes
ARRIEL 2B-2B1-2D

- Make sure that the engine surroundings are free from
any foreign objects
Check the air intake surroundings
Check the exhaust pipe surroundings
Remove the protective covers
BETWEEN TWO FLIGHTS
- Make sure that nothing is flowing through the main drain
of the engine deck
- Drain cluster
Check
Chap. 71
- Engine front support

Inspection
Chap. 72

- Tubes and unions
Inspection
Chap. 70

- Visually check for leaks
on the engine
on the support platform of the engine compartment
- The last check is to make sure that the engine
surroundings are free from any foreign objects
check the air intake surroundings
check the exhaust pipe surroundings
install the protective covers, if necessary
Before
carrying out any
Letters.
ENGINE INSTALLATION - 1ST LINE MAINTENANCE

11.21
ENGINE INSTALLATION


ARRIEL 2B-2B1-2D
Training Notes

MAINTENANCE

objectives.

flight safety.


11.22
ENGINE INSTALLATION


Training Notes
ARRIEL 2B-2B1-2D

REQUIRED
- Make sure that the engine surroundings are free from
any foreign objects
Remove the protective covers

Inspection
Chap. 72
BETWEEN TWO FLIGHTS

MANDATORY
- Make sure that nothing is flowing through the main drain
of the engine deck
MANDATORY
- Make sure that there is no leak on engine floor and no
signs of impact or deterioration of engine attachments
and fire protections of shut-off valve and HMU
REQUIRED
- The last check is to make sure that the engine
surroundings are free from any foreign objects
Install the protective covers, if necessary
Before
carrying out any
Letters.

11.23
ENGINE INSTALLATION


ARRIEL 2B-2B1-2D
Training Notes

MAINTENANCE




11.24
ENGINE INSTALLATION
Training Notes
ARRIEL 2B-2B1-2D
- Fire detector
Chap. 26
- Drain tube of the fuel pump assembly

Chap. 71
- Fuel return to tank tube (start electro-valve

drain tube)

Chap. 71
Chap. 72
Chap. 71
- Tube of the turbine casing drain valve

assembly
- Purge valve outlet of the pump and metering

unit assembly
Chap. 71
- Turbine casing drain valve assembly

Chap. 71
Before
carrying out any
Letters.

11.25
ENGINE INSTALLATION




ARRIEL 2B-2B1-2D
Training Notes
- General ................................................................................................... 12.2

- Troubleshooting .................................................................................... 12.4
- Conclusion ............................................................................................ 12.8 - 12.9

12.1
TROUBLESHOOTING


1
2 - TROUBLESHOOTING
ARRIEL 2B-2B1-2D
Training Notes
GENERAL

Repair procedure
Troubleshooting is a very important aspect of maintenance.
The repair procedure should be guided by two main

considerations:
It allows the probable cause(s) of a failure to be identified.

Efficient diagnosis reduces the extra maintenance costs due to
unjustified removals and additional diagnosis time.
In fact, even with a very high-reliability product, failure is inevitable
and required actions should be taken efficiently.
- Minimum downtime
- Justified removal of components.
The procedure to be applied depends on the case concerned
but, in general, good knowledge of the product and methodical
research allows a safe diagnosis and quick corrective action.
Generally, the procedure includes the identification of the failure,
its analysis, the isolation of the non-conforming component, and
the choice of the repair to be applied.

12.2
TROUBLESHOOTING

Introduction
Training Notes
Inevitable
Random
Failure
(single, double,
dormant)
Troubleshooting/
repair
- Diagnosis
- Remedy
- Repair
- Check
MTTR
(Mean Time To Repair)
- Appropriate means and

procedures
- Training of personnel
Symptoms (additional information, etc.)

Do not neglect any components and take
interactions into consideration.
Analysis of the anomaly
Isolation of the non-conforming component
Or other
perception
Additional
checks
Total time required for

troubleshooting / repair
Substitution
Remedy
(adjustment, replacement, cleaning, repair)
GENERAL
Deduction
12.3
TROUBLESHOOTING


ARRIEL 2B-2B1-2D
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
On selection of start, N1 increase, but no increase in T4.5
Yes
The ignition
system operates
(noise of HE components)
Possible start on
1 injector +
1 igniter plug if
on the same side
Or
fuel supply


ARRIEL 2B-2B1-2D
No
Note: Refer to the test

procedure in order
to discriminate
Note: It is also possible to check the

fuel flow through the combustion
chamber drain valve.
STARTING ANOMALIES (1)
TROUBLESHOOTING

12.4
TROUBLESHOOTING
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
T4.5
approx. 200C
Training Notes
Abnormal T4.5 rise
T4.5 > 200C

but not sufficient


ARRIEL 2B-2B1-2D
T4.5
too high
Increase due to the

injectors, but the main
system is not supplied
Note: In all cases, check the electrical

supply (battery voltage).
STARTING ANOMALIES (2)
TROUBLESHOOTING

12.5
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
Deceleration to idle
N1
deceleration
Yes
N1 stabilisation
Yes


ARRIEL 2B-2B1-2D
No
No
Stop selection
The engine
stops, N1 and T4.5
decrease
No
Yes
Correct
rundown
time
No
Note: Stop is delayed for several

seconds (closing of the
metering unit)
The engine shut-down can then be

effected by the shut-off valve.
Further checking required
(HP pump, ...)
ANOMALIES DURING ENGINE SHUT-DOWN
TROUBLESHOOTING

12.6
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL
Chapter 71-00-06
Abnormal oil pressure indication
Low pressure
Yes
No pressure
Variation
Low oil
pressure light
illuminated?


ARRIEL 2B-2B1-2D
High pressure
No
LUBRICATION ANOMALIES
TROUBLESHOOTING

12.7
TROUBLESHOOTING
ARRIEL 2B-2B1-2D
Training Notes
Despite the high reliability of the product, failures remain

inevitable and happen at random. But their rate and effects
can be reduced if the "enemies" of the engine are taken into
consideration.


CONCLUSION
When the failure occurs, you have to be in a position to correct

it.
"Enemies" of the engine

The traditional adverse conditions for this type of engine are:
- Supply (oil, air, fuel, electricity):
Oil: not in conformity with spec., contamination
Air: sand, salt, pollutions
Fuel: not in conformity with spec., contaminations
Electricity: low voltage, connectors, interference
- Operation ("non respect" of instructions and procedures,
severe operating conditions)
- Maintenance ("non respect" of inspection frequencies, various
mistakes, wrong logistic).

12.8
TROUBLESHOOTING
Training Notes
FUEL
ELECTRICITY
- Not in conformity with

specifications
- Water in fuel
- Sulphur + salt in the air =
sulphidation
- Too low voltage

during starting
- Interference
AIR
OPERATION
- Sand
- Salt
- Pollutions
- "Non respect" of instructions

and procedures
- Severe operating conditions
OIL
MAINTENANCE
- Not in conformity
with specifications
- Contaminations
- "Non respect" of inspection

frequencies
- Various mistakes
- Wrong logistic
CONCLUSION
12.9
TROUBLESHOOTING


ARRIEL 2B-2B1-2D


ARRIEL 2B-2B1-2D
Training Notes
- Introduction ........................................................................................... 13.2

- Questionnaire 1 ..................................................................................... 13.3
- Questionnaire 2 ..................................................................................... 13.6
- Questionnaire 3 ..................................................................................... 13.12
- Questionnaire 4 ..................................................................................... 13.15 - 13.30

13.1
CHECKING OF KNOWLEDGE


1
3 - CHECKING OF KNOWLEDGE
ARRIEL 2B-2B1-2D
Training Notes
INTRODUCTION

Types of questionnaires
Continuous checking helps to ensure the information is

assimilated. It is more a method of work than a testing in the
traditional sense.
Several types of questionnaire can be employed during a

course:
Objectives of the questionnaires
- Short answer questionnaire
The questionnaires permit a progressive assimilation and a long

term retention. The questionnaires are a subject for discussion
(effects of group dynamics). They also permit students to consider
important subjects several times under different aspects.
- Multi Choice Questionnaire (MCQ)
Integration into the training programme

- First hour every day for revision of the subjects previously
studied
- After each chapter (or module) of the course
- At the end of the training course.

- Traditional written questionnaire
- Oral questionnaire
- Learning Through Teaching(LTT; the student has to explain
a given subject).
Examination
The final examination at the end of the course consists of three
tests: written, oral and practical. A certificate is given to the
student if the results are satisfactory.
13.2

Method
ARRIEL 2B-2B1-2D
Training Notes
This traditional questionnaire is established according to the

same plan as the training notes in which the answers can be
found.
Power plant
1 - List the main functional components of the power plant.
2 - Explain the thermodynamic operation of the engine.
Engine
1 - List the main components of the gas generator.
2 - State the following characteristics:
Compression ratio
Turbine entry temperature
N2 speed at 100%
N1 speed at 100%
3
- State the following features (at take-off, in standard
atmosphere):
Power on the shaft
Output shaft rotation speed
Mass of the engine with specific equipment
Main overall dimensions of the power plant.
3 - Describe the power turbine assembly.
4 - Explain the principle of engine adaptation to the helicopter

power requirements.
7 - Describe the system used for bearing sealing.
5 - Give a definition of the operating ratings.
9 - Describe the engine air intake.
6 - List the main practices of a periodic inspection.
- List the manufacturing materials of the engine main

10
components.
7 - List the technical publications used for engine maintenance.
4 - Describe the fuel injection system.

5 - List the engine driven accessories.
6 - List the bearings which support the gas generator.
8 - Describe the modular construction of the engine.
8 - Describe the compressor cleaning procedure.

9 - Name the LRUs of the air system.
10 - Explain the attachment of each of the modules.

13.3


QUESTIONNAIRE 1
ARRIEL 2B-2B1-2D
Training Notes
QUESTIONNAIRE 1 (continued)
Control system
1 - List the main functions of the control system.
1 - Explain the general operation of the oil system.

2 - Describe the oil filter assembly.
2 - Explain the basic principle of the control system.
3 - State the location of scavenge strainers and magnetic

plugs.
3 - Explain the operating principle of the speed control.
4 - What is the purpose of the check valve?
4 - List the components of the Engine Electronic Control

Unit.
5 - How many magnetic plugs are there on the engine?
5 - List the logic input signals of the EECU.

6 - List the analog input signals of the EECU.
Air system
1 - List the functions ensured by the internal air system
(secondary system).
7 - Describe and explain the operation of the auto / manual

selector.
2 - List the function of the various air tappings.
8 - Describe the Engine Electronic Control Unit.
3 - Why are the start injectors ventilated?
Measurement and indicating systems
4 - Explain the purpose and the operation of the compressor

bleed valve.
Fuel system
2 - Describe the HP fuel pump.
4 - Describe the gas temperature measurement and indicating

system.
3 - Describe the fuel metering unit.

4 - What is the purpose of the constant P valve.
5 - Explain the principle of fuel injection (main and starting
injection).

2 - Describe the power turbine speed measurement and

indicating system.
3 - Explain the operating principle of the torquemeter
system.
1 - What type of fuel system is it.
6 - Explain the operation of the fuel valves assembly.
1 - List the various measurement and indicating systems.
5 - What is the purpose of the torque conformation box?

6 - To which module is the T4.5 conformation box matched?
7 - What is the purpose of the EDR ?
13.4


Oil system
ARRIEL 2B-2B1-2D
Training Notes
Starting system


1 - Describe the cranking function of the engine.

2 - Describe the ignition system (ignition unit and igniter
plugs).
3 - List the main phases of the starting cycle.
Electrical system
1 - Describe the electrical harnesses and connectors.
2 - Describe the alternator.
Engine installation
1 - Describe the attachment of the engine to the aircraft.
2 - Describe the engine power drive and the power
transmission.
3 - List the various engine / aircraft interfaces.
4 - Describe the fire protection system of the engine.

13.5
Training Notes
ARRIEL 2B-2B1-2D
QUESTIONNAIRE 2
The student can answer orally or in the space provided for the
answers.
Questions
Answers
Answers
10 - Flight envelope - Max. altitude?


The following questions require short and accurate answers.
Questions
11 - Flight envelope Max. temperature?

12 - Start envelope - Max. altitude?
1 - ARRIEL 2 power class?
13 - Engine air flowat 100% N1?
2
- Power turbine rotation speed at
100%?
14 - Overall compression ratio?

15 - Max. turbine entry temperature?
3 - Type of main fuel injection?
16
- Gas generator rotation speed at
100% N1?
4 - Number of engine modules?

5 - Number of power turbine stages?
6 - Name the two engine ratings?
18 - Direction of rotation of the power

turbine?
7 - Mass of the equipped engine?

8 P o w e r e v o l u t i o n
-
increases?
N1
19 - Manufacturing material for the axial

compressor?
9
- Specific fuel consumption at
400kW?
20
- What type of bearing is the axial
compressor bearing?

when
17
- Direction of rotation of the gas
generator?
13.6
ARRIEL 2B-2B1-2D
Training Notes
Questions
21 - How is the axial compressor mounted

on the gas generator module?
Answers
Questions
Answers

30 - Type of power turbine front bearing?

31 - Type of gas generator rear bearing?
22 - Axial compressor compression ratio?

23
- Manufacturing material for the
centrifugal compressor wheel?
24
- Number of stages of the centrifugal
compressor diffuser?
25 - Type of combustion chamber?
26
combustion chamber?
32
- To which module does the power
turbine nozzle guide vane belong?
33 - Type of power turbine?
34 - Does the exhaust pipe belong to one
module (yes or no)?
35 - Type of exhaust pipe attachment?
36
- Number of gears in the reduction
gearbox?
27 - How is the injection wheel mounted on

the shaft?
37
- What type of gears are used in the
reduction gearbox?
28
- Pressure drop in the combustion
chamber?
38 - Number of driven accessories on the

accessory gearbox?
29 - Number of stages of the gas generator

turbine?
39
accessory gearbox casing?

13.7
ARRIEL 2B-2B1-2D
Training Notes
Questions
Answers
Questions
Answers
40 - Is the oil pressureadjustable?
50 - Max. oil temperature?
41
- Number of pumps in the oil pump
pack?
51 - Location of the centrifugal breather?
42 - Type of oil pumps?

43 - What is the setting of the oil filter preblockage indicator?
44 - Filtering ability of the oil filter?


52 - Air tapping for the pressurisation of the

power turbine front bearing?
53
- Air pressure at the centrifugal
compressor outlet?
54
- Air temperature at the centrifugal
compressor outlet?
45 - Setting of the oil filter by-pass valve?
55 - When does the start injector ventilation

begin?
46 - Type of seal for the gas generator rear

bearing sealing?
56 - Max. air tapping flow?

57 - Type of compressor bleed valve?
47 - Max. oil consumption?

48 - Type of oil pressure transmitter?
49 - Setting of the low oil pressure switch?

58
- Position of the bleed valve during
starting?
59 - Which type of pressure is used for bleed
valve control signal?
13.8
ARRIEL 2B-2B1-2D
Training Notes
Questions
60 - Where is the P3 transmitter fitted?

61 - Type of LP fuel pump?
62 - Filtering ability of the fuel filter?
63 - Setting of the fuel filter by-pass valve?
64 - Type of HP fuel pump?
65
- Position of the pump pressure relief
valve in normal engine running?
66 - Type of fuel metering unit?
67 - Position of the constant P valve when
the engine is stopped?
68 - Type of manual fuel flow control?
69
- Type of metering needle control
actuator?

Answers
Questions
Answers

70 - What type of valve is the stop electrovalve?

71 - Setting of the fuel pressurising valve?
72 - Number of start injectors?
73
- Position of the combustion chamber
drain valve when the engine is
stopped?
74 - Type of fuel control system?
75 - Signals for the start fuel flow control?
76 - Is the max. torque limit calculated by
the EECU?
77 - What is the N1 speed (%) at ground
idle?
78 - Is the metering needle frozen in
"mixed" control mode?
79 - Origin of XTL signal?
13.9
ARRIEL 2B-2B1-2D
Training Notes
Questions
Answers
80 - What are the two functions of the T4.5

signal in the EECU?
82 - How many modules does the EECU

include?
83
- Position of the manual control in
normal engine running?
84 - Type of speed sensors?
85 - Number of N1 speed sensors?
86 - Number of N2 speed sensors?
87 - Number of thermocouple probes?
conformation
89 - H o w a r e t h e t h e r m o c o u p l e s
connected(parallel or series)?

Questions
Answers
90 - Location of the torquemeter?

91 - Type of torque sensor?
81 - Location of the EECU?
88
- Location of the T4.5
box?


92
- Type of signal output by the torque
sensor?
93 - Is the torque sensor associated with a
particular module?
94 - Is the bleed valve position known by
the EECU?
95 - Type of ignition system?
96
- Gas generator rotation speed at
starter cut-off?
97 - Number of igniter plugs?
98 - Max. duration of a crank?
99 - Is the ignition cable integral with the
igniter plug?
13.10
ARRIEL 2B-2B1-2D
Training Notes
Questions
Answers
Questions
Answers
100 - Number of electrical connectors?
110 - Min. electrical supply voltage before

starting?
101 - Location of the alternator?
111 - What is the role of the engine logbook?
102 - Type of seal on the power shaft?
112 - Meaning of TBO?
103 - Type of connection engine/MGB?
113
- Is borescopic inspection of the
combustion chamber possible?
104 - Number of engine drains?
114 - Procedure in case of indication of fuel

filter blockage?
105 - How many fire detectors are there?
115
- Is there an adjustment of the
torquemeter sensor?
106 - Power turbine max overspeed?


116
- Is the removal of the free wheel
permitted in field maintenance?
107 - Max. gas temperature during starting?

108 - Minimum rundown time?
109 - How many engine lifting points?

13.11
ARRIEL 2B-2B1-2D
Training Notes
This multi-choice questionnaire is used to review, in a relatively

short time, certain important points and to test the acquired
knowledge.
Answers to the questions can be found at the end of the
questionnaire.
1 - The ARRIEL 2 engine is:
a) a free turbine turboshaft engine
b) a turbo-jet engine
c) a fixed turbine turboshaft engine.
2 - Section of passage of the compressor diffusers:
a) regular
b) divergent
c) convergent.
3 - Type of combustion chamber:
a) annular with centrifugal injection
b) annular, reverse flow
c) annular, indirect flow.
4 - The power turbine nozzle guide vane belongs to:
a) module M04
b) module M03
c) module M02
5 - Type of exhaust pipe attachment:
a) bolts
b) mounting pads
c) clamp.
6 - How many bearings support the gas generator:

a) 4
b) 2
c) 3


QUESTIONNAIRE 3
7 - The engine includes:

a) a hot section and a cold section
b) 5 modules
c) 4 modules.
8 - Type of oil system:
a) dry sump
b) constant pressure
c) lubrication by splashing.
9 - Setting of the oil filter pre-blockage indicator:
a) lower than the by-pass valve
b) higher than the by-pass valve
c) the same as the pump valve.
1
0 - The oil scavenge strainers are located:
a) at the outlet of the pumps
b) on the inlet of the scavenge pumps
c) at the inlet of the lubricated components.
1
1 - Is there a max. oil temperature:
a) yes, 60C
b) no
c) yes, 115C max.
13.12
ARRIEL 2B-2B1-2D
Training Notes
12 - The air tapped at the centrifugal wheel outlet

pressurises:
a) some labyrinth seals
b) the tank
c) the pumps.
1
3 - Position of the bleed valve during flight:
a) open
b) closed
c) depends on conditions.
1
4 - Ventilation of start injectors:
a) does not exist
b) is made with air from the compressor
c) is made with atmospheric pressure air.
15 - The injection centrifugal wheel is drained:
a) permanently
b) to enable the ventilation cycle
c) during engine shut-down.
1
6 - The max speed of the gas generator is:
a) limited by the EECU
b) limited by a mechanical stop
c) not limited by the Fuel Control Unit.

1
7 - The signal from the P3 pressure transmitter is used to:
a) to indicate pressure
b) to avoid overpressure
c) to control the fuel flow.
1
8 - For the 2D variant: the LP fuel pump is:
a) of vane type
b) of gear type
c) of liquid ring type.
19 - The fuel system pressurising valve:
a) is electrically controlled
b) operates when overpressure occurs
c) gives priority to the start injectors.
2
0 - Type of EECU:
a) hydraulic
b) analog
c) digital.
21 - The thermocouples are wired:
a) in series
b) in parallel
c) on the turbine casing.
13.13


ARRIEL 2B-2B1-2D
Training Notes
22 - The torque indicating system:

a) is hydraulic
b) is not used
c) is of phase displacement type.
28 - HE ignition means:
a) Hot Electrode
b) High Energy
c) High Emission.
23 - Number of thermocouple probes:

a) 8 x 2
b) 4 x 2
c) 3 x 2
29 - Borescopic inspection is used to check:

a) the external parts condition
b) the condition of internal parts which are not accessible
without removal
c) the reduction gearbox condition.
5-a
10 - b
15 - c
20 - c
25 - b
30 - abc?
Answers

4-b
9-a
14 - b
19 - c
24 - c
29 - b
27 - Starting is possible with one igniter:

a) yes
b) no
c) yes, in emergency.
3-a
8-a
13 - c
18 - c
23 - a
28 - b
26 - The starter cut-off is made:

a) automatically
b) manually
c) with air pressure.
2-b
7-b
12 - a
17 - c
22 - c
27 - a
2
5 - Number of N1 signals used by control system:
a) 3
b) 2
c) 6
30 - The reliability of the engine is:

a) good
b) fairly good
c) extremely good.
1-a
6-c
11 - c
16 - a
21 - b
26 - a
24 - Number of N2 signals:
a) 2
b) 6
c) 3
13.14


ARRIEL 2B-2B1-2D
Training Notes
This questionnaire is a sort of drill which is also used to test

and perfect the knowledge acquired.
2 - Name the reference stations and locate the number in the

right box:
1 - Complete this table (with values):
Max. Take-Off Power
............................
Compression ratio
...........................
Engine air flow
...........................
T1
T2
CC
N2 speed at 100% ..........................

N1 speed at 100%
WF
...........................
1 - .....................................
2 - .....................................
4.5 - ....................................
3 - .....................................

4 - ....................................
5 - ....................................
13.15


QUESTIONNAIRE 4
Training Notes
ARRIEL 2B-2B1-2D
10
1 - ..............................
2 - ..............................
3 - ...............................
4 - ...........................
6 - ..............................
7 - ..............................
8 - ...............................
9 - ........................... 10 -............................

5 -............................
13.16


3 - Engine - Complete the legend of the diagram:
Training Notes
ARRIEL 2B-2B1-2D
4 - 2B-2B1: Oil system - Complete the legend of the diagram:

5
15
14
13
12
11
Indication
10
1 - ..............................
2 - ..............................
3 - ...............................
4 - ...........................
6 - ..............................
7 - ..............................
8 - ...............................
9 - ........................... 10 -............................
11 - ..............................
12 - ..............................

5 -............................
13 - ............................... 14 - ........................... 15 -............................
13.17


Training Notes
ARRIEL 2B-2B1-2D
4 - 2D: Oil system - Complete the legend of the diagram:
15
2 3
5 6
14
13
12
11
Indication
10
1 - ..............................
2 - ..............................
3 - ...............................
4 - ...........................
6 - ..............................
7 - ..............................
8 - ...............................
9 - ........................... 10 -............................
11 - ..............................
12 - ..............................

5 -............................
13 - ............................... 14 - ........................... 15 -............................
13.18


ARRIEL 2B-2B1-2D
Training Notes
5 - Air system - Complete the following table:
P0
P2.4
P2.6


P3
Injector ventilation
Aircraft services
Bleed valve control pressure
Injection wheel pressurisation
Axial compressor bearing pressurisation
Gas generator NGV cooling
Power turbine front bearing pressurisation
Gas generator front turbine disc cooling

13.19
ARRIEL 2B-2B1-2D
Training Notes


6 - Air system - Complete the legend of the compressor field diagram:
COMPRESION
RATIO P3 / P0
A
B
AIRFLOW G
A - .........................................................

B - .............................................................
C - .......................................................
13.20
Training Notes
ARRIEL 2B-2B1-2D
6
1
9
3
4
N1
Aircraft
Engine
1 - .........................................................
2 - ............. ................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................
7 - .........................................................
8 - .............................................................
9 - ......................................................

13.21


7 - Fuel system - List the components:
Training Notes
ARRIEL 2B-2B1-2D
10
11
12
13
8 - 2B-2B1: Fuel system - List the components:

7
9
14
15
Indication
5
16
Indication
3
4
1 - .....................................
2 - ........................................
3 - ........................................
4 - ......................................
5 - .....................................
6 - ........................................
7 - ........................................
8 - ......................................
9 - ..................................... 10 - ........................................
11 - ........................................
12 - ......................................
13 - ..................................... 14 - ........................................
15 - ........................................
16 - ......................................

13.22


Training Notes
ARRIEL 2B-2B1-2D
10
11
12
13
9
14
15
16
1
3
4
1 - .....................................
2 - ........................................
3 - ........................................
4 - ......................................
5 - .....................................
6 - ........................................
7 - ........................................
8 - ......................................
9 - ..................................... 10 - ........................................
11 - ........................................
12 - ......................................
13 - ..................................... 14 - ........................................
15 - ........................................
16 - ......................................

13.23


8 - 2D: Fuel system - List the components:
ARRIEL 2B-2B1-2D
Training Notes
Engine stopped


9 - Fuel system - Complete the following table:
Engine in stabilised
flight
Fuel pumps.................................................................
Pump pressure relief valve.........................................
Constant P valve .....................................................
Metering needle .........................................................
Stop electro-valve.......................................................
Start electro-valve......................................................
Pressurising valve......................................................
Stop purge valve........................................................
Combustion chamber drain valve...............................

13.24
ARRIEL 2B-2B1-2D
Training Notes
10 - Control system - List the components:
NR
9
N1
8 N2
XMV*
1
WF*
2
WF*
3
N1 speed
N1*
4
N1*
N1*
N1*
6
N2 speed
N2 datum
Collective pitch
1 - .........................................................
2 - ............. ................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................
7 - .........................................................
8 - .............................................................
9 - ......................................................

13.25


Training Notes
ARRIEL 2B-2B1-2D
11 - Starting system - List the components:
2B1/2D
4
OFF -
- AR
IDLE -
- ON
- RAL
FLT -
- VOL
- OFF
IDLE
FLIGHT
3
5
1
6
1 - .........................................................
2 - ............. ................................................
3 - .......................................................
4 - .........................................................
5 - .............................................................
6 - ......................................................

13.26


2B
ARRIEL 2B-2B1-2D
Training Notes
12 - Complete the following table:


Number of lifting points?

Type of fire detectors?
Number of drain points?
How many oil system engine/aircraft interfaces?
Max. air tapping flow for aircraft use?
Loss of power due to aircraft tapping?

13.27
ARRIEL 2B-2B1-2D
Training Notes


14 - Definition of the following documents:

Maintenance manual
Spare parts catalogue
Tools catalogue
Service bulletins
Service letters
Engine log book
Flight manual

13.28
ARRIEL 2B-2B1-2D
Training Notes
15 - Maintenance procedures


1
- List 2 advisory notices of "warning"
category.
2 - Time of non operation requiring long
duration storage.
3
- Compressor washing - Product and
procedure.
4 - Procedure to rotate the gas generator
turbine for borescopic inspection.
5
- Location of the vibration sensor Installation.
6 - Type of attachment of the compressor
bleed valve.
7 - Type of attachment of the fuel control
unit.

13.29
ARRIEL 2B-2B1-2D
Training Notes


16 - Troubleshooting. Indicate the cause(s) in the case of the following faults.

1 - On start selection, N increases but not
the gas temperature (T4.5).
2 - On start selection, N and T4.5 increase
but not sufficiently to obtain start.
3 - On stop selection, the engine does not
completely shut-down.
4 - Drop of oil pressure.

13.30
of these training notes and (maybe also) of the course

but not the END of your training
which must be continued,
harmonizing knowledge and experience.
THANK YOU for your kind attention.
Au revoir
Goodbye
Adis
Auf Wiedersehen
Adeus
Arrivederci
Farvel
To t z i e n s
Adj
Nkemiin
Antio
Ma salaam
Selamat jalan
Adishatz
Ikus Arte


END


Remarks (appreciations, criticisms, suggestions...) should be forwarded to:

TURBOMECA
CENTRE DINSTRUCTION
40220 TARNOS - FRANCE
REMARKS CONCERNING THE TRAINING AIDS
REMARKS CONCERNING THE TRAINING COURSE
Name.......................................................................................................................... .
Address..................................................................................................................... .
Course........................................................ from.........................to.......................... .
TURBOMECA Training Centre


REMARKS







Training Notes Arriel 2B-2B1-2D L1 2012-02

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Training information only delivered during a Turbomeca Training course and

not updated after the course (refer to the FOREWORD page)

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

This document is intended to assist a TURBOMECA-qualified instructor in teaching

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

8 - Measurement and indicating

For training purposes only

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Technical publications Advisory notices............................ 2.24

- General information.......................... 1.2

- Power plant....................................... 2.2

For training purposes only

- Engine presentation.......................... 3.2

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Oil system presentation.................... 4.2

- Air system presentation.................... 5.2

For training purposes only

- Compressor bleed valve................... 5.8

- Fuel system presentation ................. 6.2

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Control system presentation............. 7.2

8 - MEASUREMENT AND INDICATING

For training purposes only

- T4.5 measurement and indicating

- Starting system presentation........... 9.2

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

- Electrical system presentation.......... 10.2

- Engine compartment........................ 11.2

OBSERVATIONS........................... LAST PAGE

For training purposes only

Edition: February 2012

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Power plant - General.......................................................................................................... 2.2 - 2.3

Engine presentation - General............................................................................................. 3.2 - 3.3

For training purposes only

Edition: February 2012

INDEX OF PAGES PER VARIANTS

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

INDEX OF PAGES PER VARIANTS

INDEX OF PAGES PER VARIANTS

Oil system presentation - General........................................................................................ 4.2 - 4.3

For training purposes only

Edition: February 2012

INDEX OF PAGES PER VARIANTS

Training information only delivered during a Turbomeca Training course and

Training information only delivered during a Turbomeca Training course and

Air system presentation ........................................................................................................ 5.2 - 5.3

Fuel system presentation - General...................................................................................... 6.2 - 6.3