直升機飛行手冊 Helicopter Flying Handbook

時間：2014-11-09 12:30來源：FAA 作者：直升機翻譯 點擊：次

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If the airflow through the compressor is disturbed, a condition called surge, or compressor stall, may take effect. This phenomenon is a periodic stalling of the compressor blades. When this occurs, the pressure at the compressor is reduced and the combustion pressure may cause reverse flow into the compressor output. As the airflow through the compressor is reduced, the air pressure then increases temporarily correcting the condition until it occurs again. This is felt throughout the airframe as vibrations and is accompanied by power loss and an increase in turbine outlet temperature (TOT) as the fuel control adds fuel in an attempt to maintain power. This condition may be corrected by activating the bleed air system which vents excess pressure to the atmosphere and allows a larger volume of air to enter the compressor to unstall the compressor blades.
Combustion Chamber
Unlike a piston engine, the combustion in a turbine engine is continuous. An igniter plug serves only to ignite the fuel/air mixture when starting the engine. Once the fuel/air mixture is ignited, it continues to burn as long as the fuel/air mixture continues to be present. If there is an interruption of fuel, air, or both, combustion ceases. This is known as a “flameout,” and the engine must be restarted or re-lit. Some helicopters are equipped with auto-relight, which automatically activates the igniters to start combustion if the engine flames out.
Turbine
The two-stage turbine section consists of a series of turbine wheels that are used to drive the compressor section and other components attached to the accessory gearbox. Both stages may consist of one or more turbine wheels. The first stage is usually referred to as the gas producer (N1 or NG) while the second stage is commonly called the power turbine (N2 or NP). (The letter N is used to denote rotational speed.)
If the first and second stage turbines are mechanically coupled to each other, the system is said to be a direct-drive engine or fixed turbine. These engines share a common shaft, which means the first and second stage turbines, and thus the compressor and output shaft, are connected. On most turbine assemblies used in helicopters, the first stage and second stage turbines are not mechanically connected to each other. Rather, they are mounted on independent shafts, one inside the other, and can turn freely with respect to each other. This is referred to as a “free turbine.”
When the engine is running, the combustion gases pass through the first stage turbine (N1) to drive the compressor and other components, and then past the independent second stage turbine (N2), which turns the power and accessory gearbox to drive the output shaft, as well as other miscellaneous components.
Accessory Gearbox
The accessory gearbox of the engine houses all of the necessary gears to drive the numerous components of the helicopter. Power is provided to the accessory gearbox through the independent shafts connected to the N1 and N2 turbine wheels. The N1 stage drives the components necessary to complete the turbine cycle, making the engine self-sustaining. Common components driven by the N1 stage are the compressor, oil pump, fuel pump, and starter/ generator. The N2 stage is dedicated to driving the main rotor and tail rotor drive systems and other accessories such as generators, alternators, and air conditioning.
Transmission System
The transmission system transfers power from the engine to the main rotor, tail rotor, and other accessories during normal flight conditions. The main components of the transmission system are the main rotor transmission, tail rotor drive system, clutch, and freewheeling unit. The freewheeling unit or autorotative clutch allows the main rotor transmission to drive the tail rotor drive shaft during autorotation. In some helicopter designs, such as the Bell BH-206, the freewheeling unit is located in the accessory gearbox. Because it is part of the transmission system, the transmission lubricates it to ensure free rotation. Helicopter transmissions are normally lubricated and cooled with their own oil supply. A sight gauge is provided to check the oil level. Some transmissions have chip detectors located in the sump. These detectors are wired to warning lights located on the pilot’s instrument panel that illuminate in the event of an internal problem. Some chip detectors on modern helicopters have a “burn off” capability and attempt to correct the situation without pilot action. If the problem cannot be corrected on its own, the pilot must refer to the emergency procedures for that particular helicopter.

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