Section 13 - A
Engine Systems
A) Introduction, Limitations & General Description
B) Engine Controls & Indications
C) Engine Oil System
D) Engine Air System
E) Engine Fuel System
F) Engine Electrical System
G) Engine Fire Protection
H) Engine Malfunctions
Section 13 - A Engine Systems
1 of 8
Basic Principles of Twin Engine Operation
Power Turbine
Engine 2
Gas
Generator
Tail Rotor
Gas
Generator
Main
Gearbox
Engine 1
Main Rotor
Figure 1 – Engine Power Distribution
The power delivered by the engine is used to drive the helicopter rotors through a mechanical
transmission.
This power drives - The main rotor (approximately 82%of available power)
The tail rotor (approximately 10% of available power)
The main gearbox (approximately 8% of available power)
Main Rotor
82%
Engine 100% Tail Rotor
10%
Main Gearbox
8%
Figure 2 – Basic Twin Engine Configuration
In the twin engine configuration both the engines are installed in front of the main gearbox.
The engine consists of two parts. The Gas Generator and the Power Turbine. There is no mechanical
coupling between these two components.
The Power Turbine is coupled to the main gearbox through a ‘free-wheel’, which allows it to be
disengaged from the main gearbox in the event of engine failure.
To achieve a constant rotor RPM the fuel flow is varied to the Gas Generator. This in turn maintains a
constant Power Turbine speed and therefore constant rotor RPM. The power from one or both Power
Turbines is sufficient to drive the main and tail rotor systems.
Section 13 - A Engine Systems
2 of 8
TURBOMECA MAKILA 1A ENGINE
Introduction
The Turbomeca Makila 1A engine is fitted to the Bristow Tiger. The engines have been modified to meet
1A1 standards but are still technically 1A engines with their limitations.
The Turbomeca Makila 1A free power turbine engines are installed forward of the main gearbox (MGB) in
separate fireproof, ventilated and drained compartments.
The left-hand engine is Number 1 and the right-hand engine is Number 2.
The two engines are identical and can be interchanged after reversing the tail pipe and transferring the
oil filler on the back of the oil tank.
The fuel and oil lines, the engine controls and the electrical circuits are either fire-proof or protected
against fire. The fire break components (transmission deck, fire wall, etc.) are made from titanium. An
additional heat shield, made of insulating material held between two stainless steel plates, is fitted under
the engine hot areas to protect the transmission deck.
The engines are secured at the front by two ball links and at the rear by a coupling tube attached to the
MGB. Hence the engines are free to move fore and aft on the links and follow the MGB low amplitude
vibrations thus reducing the strain on the engine attachments.
Auxiliary mounts are fitted to support the engine when it is disengaged from the MGB to align the engine
when refitting.
Engine Main Specifications
The Gas Generator and the Power Turbine are on completely independent shafts.
Electronic fuel flow governor system maintains the Power Turbine RPM constant by acting on the Gas
Generator RPM according to the power required. Provision is made for full manual governing should the
electronic system fail.
There is an automatic starting system with provision for manual starting should the automatic system fail.
The engine has a self-contained lubrication system and is of modular construction which makes for
quicker servicing times.
Gas Generator Rotational Speed - Ng
This speed varies according to the power required and is related to the power developed. There are two
mechanical governing stops. The minimum or idle stop is set at 22,600 RPM (68%) and the maximum
stop is set at 34,000 RPM (102.5%). Otherwise maximum Ng is determined by necessity not to exceed
810°C T4.
Free Turbine Rotational Speed – Nf
The nominal Nf (speed of the Power Turbine) is 22,850 RPM and this corresponds to an Nr 265 RPM.
This speed is maintained constant by the engine electronic governing unit.
Nr varies with collective pitch and the datum Nf/Nr varies. At flat pitch the Nr is 255 and at 17° pitch the
Nr is 270.
Section 13 - A Engine Systems
3 of 8
ENGINE LIMITATIONS
Time Ng T4 Torque
Take-off 5 min 33,200 785°C 100%
Twin Engine Limits
Max Continuous Unlimited 32,500 735°C 81%
Max Contingency 2½ min 34,000 810°C 69%
Single Engine Limits Inter Contingency Unlimited 33,200 775°C 66%
Max Transient 20 sec 34,900 74%
Maximum Unlimited 750°C
Starting Limits Max Transient 5 sec 800°C
Absolute Max 2 sec 810°C
Note – Periods at or above 33,200 Ng require Tech Log entry.
Time Nf/Nr
Nf Limits (Equivalent Nr) Overspeed Trip (27,420 Nf) N/A 318
Transient 20 sec 310
Continuous Unlimited 292
Environmental Operating Range
Temperature – minus 55 to +50°C
Altitude – minus 2,000 feet to +20,000 feet
Miscellaneous Engine Limitations
1. Starter - Maximum of 3 Cycles then wait 20 minutes for cooling.
2. Engine relight can not be guaranteed above 13,000 feet or with a temperature > +50°C or < -30°C.
3. Consumer Air bleeds (heating etc.) – must not be used during take-off and landing.
4. Normal Oil consumption is 0.3 ltr. per hour. Maximum oil consumption is 0.5 ltr per hour.
5. Engine oil used is Aeroshell 500.
6. Down-wind hovering with the bleed valves NOT ‘off-set’ is prohibited. The bleeds should be ‘off-set’
for take-off and landing.
Section 13 - A Engine Systems
4 of 8
Engine Operating Power Bands
The above limitations list gives details of the various Twin and Single engine operating limits. These
however require a little further clarification.
The engine limitations are graphically illustrated in Figure 3 below. Engine speed (Ng) is shown on the
left and engine gas temperature (T4) is shown on the right.
For example - In the case of Twin-Engine power, it can be seen that the 5-minute take-off rating is in the
band 32,501 – 33,200 RPM and 736 – 785°C T4.
As soon as engine speed is above 32,500 RPM or the T4 is above 735°C the engine is operating in the
5-minute operating range. Therefore it is entry at the bottom of the band, which governs the limiting time.
The top of the band is the maximum power that can be used to remain within limits.
The same is true of single engine limits.
Twin Engine Single Engine
Power Bands Power Bands
34,000 RPM 2½ Minute 810ºC T4
Maximum
33,201 RPM Contingency 776ºC T4
33,200 RPM 785ºC T4 33,200 RPM 775ºC T4
5 Minute
Take-Off
32,501 RPM Rating 736ºC T4
32,500 RPM 735ºC T4 Unlimited
Inter
Contingency
Unlimited
Twin
Engine
Operation
Zero RPM ZeroºC T4 Zero RPM ZeroºC T4
Figure 3 – Engine Operating Power Bands
Accessory Drive Power Turbine Exhaust Pipe
Air Intake Axial Centrifugal Combustion Turbine
Compressor Compressor Chamber
Transmission Shaft
Figure 4 – General Engine Layout
Section 13 - A Engine Systems
5 of 8
Engine Operation
The engine provides power by transferring the energy in the air and fuel into mechanical energy on a
shaft. This process comprises compression, combustion, expansion and the transmission of the power.
Compression - The ambient air is compressed by a 3-stage axial compressor and a single-stage
centrifugal compressor producing an air flow of 12.1 lbs per second.
Combustion - The compressed air is admitted into the combustion chamber, mixed with the fuel and
burned in a continuous process. The primary airflow is for combustion and the secondary airflow is for
cooling. The temperature of the flame in the combustion chamber reaches approximately 2,500°C.
Expansion - The gas expands in the Gas Generator Turbine, which extracts the energy required to drive
the compressors. During this phase the pressure and temperature of the gas drop while the velocity
increases.
There is further expansion in the Power Turbine, which extracts most of the remaining energy to drive the
‘Bendix’ flexible transmission shaft.
After the Power Turbine the remaining gas is discharged overboard via the exhaust, giving a slight
residual thrust.
The effects of the engine on air temperature, pressure and velocity are shown below in Figure 5. In this
example the engine is operating at maximum contingency power.
33,600 22,850
>2500º
Velocity
Figure 5 – Engine Gas Flow
Section 13 - A Engine Systems
6 of 8
Engine Modular Construction
The engine is constructed of 5 separate modules. These are shown in Figure 6 below. On the outside of
the modules are fitted the engine accessories such as the fuel system, oil system, starter motor, air bleed
system and the Fuel Control Unit (FCU).
Module 1
Air intake Module.
Contains the oil tank, starter motor
and oil system.
Module 2
Axial Compressor Module
Contains 3-stage rotor and 1st and
2nd stage diffuser
Module 3
Gas Generator Module
Contains 3rd stage axial diffuser,
centrifugal compressor, combustion
chamber and a 2-stage turbine
Module 4
Intermediate Diffuser module
Contains free turbine nozzle guide
vanes and bearing races
Module 5
Free Turbine Module
Contains 2-stage free turbine and
2nd stage nozzle guide vanes.
Figure 6 – Engine Modules
Section 13 - A Engine Systems
7 of 8
Vent From Air Bleed Valve Starter Motor
Oil Separator Oil Pump
Chip detector
Intake
Oil tank
Electrical junction Box Oil Filler Oil Level Sight Glass
Figure 7 – Engine Right Side
Ignitor
FCU Fuel Filter and
Blocked Indicator Start Injector
Oil Filter FCU Start Resistor
T4
Thermocouple
Oil Filter
Blocked
Indicator Exhaust
Oil Tank
High Energy
Ignitor Unit
Oil Level Fuel/Oil Start Servo Off-set
Sight Glass Heat Exchanger Valve Electro Valve
Figure 8 – Engine Left Side
Section 13 - A Engine Systems
8 of 8
