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Individual Assignment 5AEM1 Rev 1

The document provides information on a gas turbine engine assignment with 3 questions. 1) It describes the differences between a hot tank and cold tank lubrication system, and the advantages and disadvantages of each. 2) It explains the functions of an oil cooler as a heat exchanger to cool engine oil and what would happen if a capillary tube failed or leaked. 3) It discusses the typical engine start sequence showing relationships between starter, ignition, fuel flow and compressor speed/exhaust gas temperature. It also describes the engine starter generator circuit and operation.

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Aishah Hanis
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729 views7 pages

Individual Assignment 5AEM1 Rev 1

The document provides information on a gas turbine engine assignment with 3 questions. 1) It describes the differences between a hot tank and cold tank lubrication system, and the advantages and disadvantages of each. 2) It explains the functions of an oil cooler as a heat exchanger to cool engine oil and what would happen if a capillary tube failed or leaked. 3) It discusses the typical engine start sequence showing relationships between starter, ignition, fuel flow and compressor speed/exhaust gas temperature. It also describes the engine starter generator circuit and operation.

Uploaded by

Aishah Hanis
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
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Individual Assignment

150-250 words /approx 1 page per Question

No copying. If you do, marks will be shared among the share holders.

ASSIGNMENT NO. 1

1.1) What is the ‘hot tank’ and ‘cold tank’ system


 When installed in the pressure subsystem, the lubrication system is
sometimes referred to as a HOT TANK system because the scavenge
oil is not cooled before entering the reservoir. In the lubrication
system the oil is carried in the oil tank and flows by gravity to the
main pressure pump. From there, the pressurized oil flows through
the filter and through the oil cooler, to the bearings. When the oil
temperature is low, the temperature bypass valve is open and the oil
flows directly to the bearings. When the temperature is high enough
to require cooling, the valve restricts the flow of oil and forces it
through the cooler. After leaving the oil cooler, the oil flows to jets
which spray the oil into the bearings. The oil drains from the bearings
and is collected by scavenger pumps and returned to the oil tank. In
other words, HOT TANK system is a turbine engine lubrication system
in which the oil cooler is installed in the pressure subsystem.
 When the oil cooler is located in a scavenge subsystem, the
lubrication system is often referred to as a COLD TANK system
because the oil is cooled immediately before entering the reservoir.
The oil flows directly from the pressure pump through the main filter
to the bearings. From the bearings, it drains down and is collected
and returned to the oil tank by the scavenger pumps. If the oil is cool
enough, it returns to the tank through the temperature bypass valve.
If it is too hot, this valve closes, forcing the oil to flow through the
cooler where it gives up the excess heat. In other words, COLD TANK
system is a lubrication system in which the oil cooler is located in the
scavenge oil subsystem. The oil passes through the cooler and
returns to the tank.

1.2) What are the advantages and disadvantages of the hot tank system
against the cold tank oil system

2.1) What are the functions of the oil cooler (FCOC) and how it work?

An oil cooler (FCOC) is a heat exchanger that transfers heat from the oil to the
outside air as that one function of oil is to cool the engine and to do this
effectively, heat is absorbed by the oil must be removed. In most cases, the
excess heat is removed by an oil cooler. One type of oil cooler consists of a core
with several copper or aluminum tubes enclosed in a double-walled annular shell.
When the oil is cold, it flows between the two walls, or bypass jacket of the
cooler, and bypasses the core completely. However, after the oil heats up, it is
routed through the core for cooling. The amount of oil that flows through the
core is controlled by a thermostatic control valve, also referred to as an oil cooler
bypass valve or a flow control valve. In summary, an oil cooler is a heat exchanger
that uses air flowing through a nacelle to remove heat from engine oil which
flows through tubes that are shrouded by cooling fins.

2.2) If one of the capillary tubes in the FCOC failed or leaked, what would
happen to the oil and fuel system in the engine and why it is designed
that way?

If one of the capillary tubes in the FCOC failed or leaked, it will be failed to alert
the crew that they have ice in the fuel as there is actually appearance of ice
that caused blockage in the FCOC and will lead to restricted fuel flow. This
is because during cruising, the fuel temperature can easily go below the
freezing temperature of water. When the temperature dropped, the
suspended water will freeze into solid water particles. If enough of this ice
particles come together, it will form into a large chunk of ice in the fuel.
These chunks of ice can accumulate in the filter, engine controls and other
fuel system components causing blockage. Therefore, FCOC is designed to
prevent ice formation by melting any solid water particles.
ASSIGNMENT NO. 2

1. Explain the start sequence of a typical gas turbine engine showing starter on,
ignition on, and fuel on in relationship to time, compressor speed and exhaust
gas temperature and illustrate these relationship (RPM versus Time and EGT
versus Time curves) on a start sequence chart/graph.

Operation of the starter, ignition, and fuel control is usually based on N1 or N2


indications and time. The engine instruments and elapsed time during the engine
start procedure is observed. A typical start sequence requires starter engagement
before switching on the ignition. After the engine reaches a specified speed, the
fuel valve is opened. The fuel flow indicator is checked to confirm fuel flow, and
then the EGT indicator is monitored to confirm combustion. A sharp rise in EGT
indicates the start has commenced. The EGT indicator is watched to verify that
temperature does not exceed published limits and result in a hot start.

When the engine starts and become self-accelerating, the start switch is released,
and the engine instrument indications is monitored. Following a successful engine
start, the engine should idle between 40% and 70%, depending on the engine
model. The EGT, fuel flow, oil and fuel temperature, oil pressure, and tachometer
is monitored and compared to their operational ranges.
2. Using a typical aircraft turbine engine starter generator circuit diagram (as
shown in your textbook), describe the operation of the system with regards to
engine starting. It should include engine start, fuel flow, ignition, and electrical
power generation sequence of events.

As the start switch is turned on, the starter solenoid and the ignition solenoid are
closed. The starter solenoid closes the circuit from the power source to the
starter motor while the ignition solenoid closes the circuit to the ignition units. As
soon as current begins flowing to the motor through the starter solenoid, the
undercurrent solenoid closes. In the closed position, the undercurrent solenoid
completes a circuit from the bus to the starter solenoid coil and ignition solenoid
coil, which permits the start switch to return to its neutral position while the start
sequence continues.
As the motor builds up speed, the current draw of the motor decreases. When
the current draw falls below approximately 200 amps, the undercurrent solenoid
opens. This action breaks the circuit from the bus to the coil of the starter and
ignition solenoid, which in turn stops current flow to the starter motor and
ignition exciters.
After the start sequence is complete, the engine should be operating efficiently,
and ignition should be self-sustaining. However, if the engine hangs or fails to
reach sufficient speed to halt the starter operation, the start switch should be
moved to the stop position to break the circuit from the positive bus to the main
contacts of the undercurrent relay.
3. A gas turbine engine start may experience slow or no light-off condition.
Explain what would be the possible causes of such condition and the
maintenance action to be performed to rectify the problem.

Light-off occurs when ignition successfully completes, and the combustor is able
to sustain combustion. If light-off does occur, this could result in a damaging fire
or hot start. A hot start refers to ignition of an excessively rich fuel/air mixture in
a gas turbine engine.

Maintenance action needs to be taken into account. Perform a hot section


inspection to determine the engine’s internal component integrity. Consult the
engine manufacturer’ s hot start inspection procedures and over temperature
limitations.

If a hot start is not terminated, significant damage to the engine is likely.

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