202 Eaws H-60S Propulsion System

Front 1

what is the T700 components, functions and location

Back 1

T700 engine components [ref. a, WP 003 00] A B
1. Cold section module [par. 68] A B - The cold section module ingests outside air, separates foreign objects from the air and exhausts them, compresses the resulting clean air and directs it to the combustion liner.
2. Hot section module [par. 71] A B - The hot section module consists of three subassemblies: combustion liner, stage 1 nozzle assembly, and stage 1 and 2 gas generator turbine rotors and gas generator stator. The combustion liner is an annular chamber with axial airflow through it. The liner is cooled with a thin film of air on the inner and outer walls. Twelve fuel injectors are installed into swirlers in the liner dome. The swirlers break up and atomize the fuel discharge from the injectors into the liner. Hot combustion gases form the liner are directed through the stage 1 nozzle assembly. The assembly directs gas flow from the combustor to the stage 1 and 2 rotors of the gas generator turbine. The gas generator turbine rotors are bolted to the compressor section of the engine and, as exhaust gases turn the gas generator turbine rotor, the compressor also turns. This makes the engine self-sustaining.
3. Power turbine module [par. 74] A B - The power turbine module consists of the turbine module consists of the turbine case, power turbine rotor assembly, power turbine drive shaft assembly, exhaust frame, and C-sump housing. Hot exhaust gases leaving the gas generator section are directed through a stage three turbine nozzle in the turbine case, to the power turbine rotor. The rotor is mechanically lined to the power turbine drive shaft. The drive shaft is coaxially mounted inside the gas generator rotor shaft and splines into the A-sump output shaft assembly in the engine cold section module. The power turbine drive shaft assembly is composed of inner an outer shafts, which are pinned together. Both inner and outer

shafts have a set of teeth on the rearmost portion of the shafts. Two sensors, mounted on the exhaust frame, monitor Np and engine torque. Each time a tooth passes by one of the sensors, an electrical pulse is induced to the sensor. Np is obtained by counting pulses. Torque is derived by comparing the output pulses of the sensors against one another. This indicates shaft twist or torque. The two sensors are identical and interchangeable.
4. Accessory section module [par. 78] A B - The accessory section module is mounted on top of the cold section module. The module is driven by the compressor rotor through a power takeoff bevel gear and radial drive shaft assembly. The module contains accessories necessary to engine operation.

Front 2

what is the APU components functions and location

Back 2

The APU is a gas turbine engine consisting of a power section, a reduction gearbox, and appropriate controls and accessories. Provides pneumatic power for starting the engines and operating the ECS, and electrical power for ground and emergency in flight electrical operations.

Front 3

what is the Tail drive shaft components functions and location

Back 3

The tail drive shaft transmits power to the tail rotor blades. The main gearbox provides power to the tail drive shaft. The tail drive shaft then provides power through the intermediate gearbox to the tail gearbox.

Front 4

what components make up the transmission system, their location and function

Back 4

1. Main transmission module [WP 003 00, par. 28] A B - The main transmission module drives the Main and Tail Rotor Blades.
2. Input module [WP 003 00, par. 31] A B - The input modules are mounted on the left and right front side of the main transmission module. The input modules connect the main transmission module to the engines by shafting and gears. They provide a change in angle of drive and a reduction in speed. The input module is connected to the engine output shaft. The engine shaft rotates at 20900 rpm. The input module reduces this speed to 5750 rpm through a 3.63:1 gear reduction.
3. Accessory module [WP 003 00, par. 32] A B - The accessory module provides a mechanical drive to hydraulic pumps and electrical generators. These in turn provide hydraulic and electrical power to the helicopter. The accessory modules are attached to, and driven by, input module gearing and shafting.
4. Intermediate gearbox [WP 006 00, par. 13] A B - The intermediate gearbox provides rpm reduction and drive angle change. It contains two spiral bevel gears in a partially oil-filled housing. Torque is transmitted from the tail drive shaft to the tail pylon drive shaft.
5. Tail gearbox [WP 007 00, par. 5] A B - The tail gearbox provides rpm reduction and drive angle change. Is mounted on the top of the tail pylon and drives the tail rotor. The tail gearbox receives an input of 3319 rpm from the tail rotor drive shaft. It changes the angle of drive about 105 degrees with an output of 1190 rpm.

Front 5

what componets make up the fuel system, their function and location

Back 5

1. Main fuel cells [p. I-2-39] A B - The main fuel cell installation consists of two main tanks located behind the cabin in the transition section. Each cell provides 1224 pounds (180 gallons) of fuel storage. These cells are completely ballistic tolerant. The lower third of each cell will seal damage from rounds up to 14.2 mm., and the upper two-thirds will seal damage from rounds up to 7.62m. The #1 cell has provisions for single point fueling/defueling and gravity fueling, and contains two high level shut-off valves, two check valves, an APU fuel/prime line, a sump drain, an internal fuel boost pump, a vent, and a fuel dump line.
The #2 tank has provisions for gravity refueling and contains two high level shut-off floats, a check valve, a sump drain, an internal fuel boost pump, a vent, and a fuel dump line. Both tanks are supported by HIFR.
2. Helicopter In-Flight Refueling (HIFR) system [p. I-2-41] A B - Helicopter In-Flight Refueling (HIFR) system consists of a Wiggins quick-disconnect, a pressure-refueling fitting, a pressure-refueling precheck switch, and a five element (fuse) GO/NO-GO canister to pressure fuel the main fuel tanks. The Wiggins fitting is located on the starboard bulkhead immediately aft of the cabin door. The GO/NO-GO canister is mounted above the right fuel cell. Fuel flow is reduced to an extremely low level if the fuel is contaminated with water or particulate matter. Once a 20-psi pressure differential exists, fuel flow stops

Front 6

what componets make up the engine control system

Back 6

a. Engine control quadrant [par. 14] A B - Engine Control Quadrant - Power commands for each engine are set from power control levers. These levers permit starting, start aborting, and power control. Each lever has four positions: OFF, IDLE, FLY, and LOCKOUT. The levers are connected through a push-pull control to the PAS on the U. The control quadrant also contains fuel selector levers, two emergency off-fire extinguisher control levers, and a rotor brake interlock with override tab. Located on the cockpit overhead center console.
b. DECU [par. 13] A B - The DEC (Digital Electronic Control) is a digital electronic device used in conjunction with a history counter and is mounted below the engine compressor casing. The forward face of the DEC juts into the scroll case and is cooled by airflow through the scroll case. The DEC contains circuits for Np governing, TGT limiting, Np overspeed protection, load sharing, total torque limiting, and also provides outputs to the Data Processing for TGT, Np and torque. The DEC also contains additional circuits for hot start prevention, fault detection/correction, signal validation and fault indication.
c. HMU [par. 13] A B - HMU - Hydromechanical Unit- is mounted on the aft center of the AGB, on top of the engine. The HMU contains a high-pressure pump and schedules fuel for combustion. It has an actuator that positions the inlet guide vanes, the variable compressor vanes, and the anti-icing bleed/start valve. The HMU responds to T 2, to P 3, and to a trim signal from the DEC to set fuel flow and variable vane positioning. The HMU also responds to two separate inputs from the helicopter. The HMU LDS is connected to the aircraft collective

pitch linkage. The LDS moves when the operator selects a different collective pitch angle. The HMU PAS is connected to the ENG POWER CONT lever in the cockpit. It is used to start the engine, to manually set Ng (available power) from ground idle to maximum, and to shut down the engine.
d. LDS [par. 10] A B - LDS- Load Demand Spindle - The HMU load-demand spindle LDS is connected to the collective pitch linkage. The LDS moves when a different collective pitch angle is selected. Prompts the HMU to provide more or less fuel to the engine dependent on load.
e. PAS [par. 10] A B - PAS- Power Available Spindle- The HMU power-available spindle (PAS) is connected to the ENG POWER CONT lever in the cockpit. It is used to start the engine, to manually set gas generator speed (available power) from ground idle to maximum, and to shut down the engine.
f. ODV [par. 11] A B - ODV- Overspeed and Drain Valve - ODV has three functions. First, it provides main fuel flow to the 12 fuel injectors during engine starting and operation. Second, it purges the main fuel manifold when the engine is stopcocked. This traps fuel up stream from the ODV during shutdown, and thus avoids filling the cooler with fuel prior to each start. Third, it diverts fuel from the engine when the DEC actuates the overspeed solenoid. This is accomplished by bypassing all of the HMU output through the fuel boost passage in the AGB (Accessory Gear Box). Mounted to the HMU