Premier Aircraft LLC. Differences Manual

Transcription

1 Premier Aircraft LLC Differences Manual

2 UPGRADE DIFFERENCES Page 2 NOTICE This document is intended to provide an overview of the modifications to Falcon 50 airplanes when Premier Aircraft LLC STC ST01951LA is installed. The material presented herein is based on information obtained from the OEM s Pilot and Maintenance Manuals, and from the STC installer. At the time of Last Updated it contained then current information. Subsequent OEM or FAA data shall take precedence.

3 UPGRADE DIFFERENCES Page 3 TABLE OF CONTENTS TFE C LIMITATIONS 11 5 BLEED AIR SYSTEM 15 ANTI-ICE SYSTEM 15 ELECTRICAL SYSTEM 16 FUEL SYSTEM 16 HYDRAULIC SYSTEM CFR PART 36 NOISE 19

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5 UPGRADE DIFFERENCES Page 5 TFE C The Premier Aircraft, LLC Mystere-Falcon 50 Dash 4 engine upgrade converts the existing Honeywell TFE 731-3/3D-1C Turbo Fan Engines to TFE C Turbo Fan Engines. The TFE C engine features a 3.3% reduction in thrust specific fuel consumption (TSFC) and a 13.7% increase in thrust at cruise altitude, and is designed to provide increased performance, and improved durability/reliability and maintainability. The TFE 731-3/3D-1C to TFE C conversion is accomplished in accordance with Honeywell Service Bulletin TFE N1 DEECs, installed in accordance with STC ST01007CH-D, are required to accomplish the TFE C conversion. TFE C design improvements include: Aerodynamically Enhanced Fan Improved Fan Gearbox Improved 4 th Stage LPC Seal High Technology HP Compressor Enhanced HP and LP Turbines 1.62 PR Fan Ass y Low Solidity Stator 4th Stage LPC Disc & Seal TFE731-5 HPC/Deswirl TFE731-5 Combustor System TFE731-5B HPT Ass y TFE C Helical Fan Gear Box TFE731-5B LPT Ass y N1 DEEC Control TFE C

6 UPGRADE DIFFERENCES Page 6 TFE C design improvements include (cont.): New compound exhaust nozzles Modified Existing Fan Duct inner Skins Replace long co-annular core pipe with new short Compound Core Nozzle No change to aircraft aft body Engine specifics: Engine weight, including the N1 DEEC, is increased by 68 lb Take-off thrust, flat rated by the N1 DEEC, is 3,700 lb (S.L., Static) up to 32.8ºC (i.e., ISA+17.8ºC) Maximum cruise thrust at 40,000 feet, M0.80 is 929 lb The TSFC is lb/lb/hr (Takeoff, S.L., Static) and lb/lb/hr (40,000 feet, M0.80) N1 DEECs are upgraded with TFE C power set tables

7 UPGRADE DIFFERENCES Page 7 Improved engine maintenance intervals: TFE C TFE C MPI: 1,400 hrs MPI: 2,500 hrs CZI: 4,200 hrs CZI: 5,000 hrs DIGITAL ELECTRONIC ENGINE CONTROL Each DEEC is controlled by a two position ON/OFF switch and a SPR push button. The ON position will provide normal DEEC operation. The OFF position will provide HMU overspeed protection (flyweight governor) only. The Start Pressure Regulator (SPR) push button function is deactivated with the N1 DEEC installation. Fuel enrichment during cold weather engine starts is now automatically controlled by the DEEC. Now, the SPR switch has two DEEC functions: Pilot Event Switch for the Engine Condition Trend Monitoring System (ECTM) Powered Manual Mode Enable Switch DEEC switch: ON: all DEEC functions available ON powered manual mode enabled: ultimate overspeed protection and fault monitoring available (During a powered manual mode start with required DEEC parameters met, an overspeed shutoff test will be accomplished at 40% N 2. Test is indicated by a momentary drop in fuel flow at 40% N 2.) OFF: no DEEC functions available, HMU limiting is available (HMU limiting at 105% N 2) SPR push button: Pilot Event switch (momentary activation of the SPR switch will record pertinent data in the DEEC s ECTM data buffer) Powered Manual Mode enable switch (depressed while cycling the DEEC switch OFF then ON sets powered manual mode)

8 UPGRADE DIFFERENCES Page 8 DEEC I/O INPUTS From the engine/hmu: N 1, N 2, ITT, Pt 2, Tt 2 PLA From DEEC static pressure ports: (located in the rear equipment bay) Ps0 (With a Ps0 input all DEEC power settings are corrected for Mach number) OUTPUTS HMU torque motor Surge bleed valve (1/3 or full open) IGN control/start termination (Start termination N 2 =45%) Auto start enrichment (ITT<200º C, N 2 <35%) N 1, N 2 overspeed protection (~107% N 1, ~109% N 2 ) ITT limiting (Fuel flow regulated so ITT won t exceed 924ºC at max climb PLA or 952ºC at takeoff PLA) Determination of N 1 for takeoff, climb, max cruise and flight idle RS422 data bus for data download DEEC POWERED MANUAL MODE When a fault transfers the DEEC to manual mode Ultimate Overspeed protection remains available as long as the DEEC switch remains ON. If engine operational stability does not permit the DEEC switch to remain ON only HMU overspeed protection (flyweight governor) will be available. It is possible to regain Ultimate Overspeed protection by accomplishing the following procedure: Place the DEEC switch in the OFF position, Depress and hold the SPR switch, Place the DEEC switch in the ON position, Continue to hold the SPR switch for 3 to 5 seconds and then release. The CMPTR annunciator will remain illuminated (in flight steady, on ground flashing then steady). The DEEC is now in powered manual mode. To dispatch the airplane with one DEEC inoperative that DEEC must be placed in powered manual mode and then an automatic overspeed test must be successfully accomplished during the powered manual mode engine start. During the start, fuel is interrupted briefly at 40% N2 by automatic activation of the DEEC overspeed solenoid. A slight N2 RPM droop will be observed followed by normal engine acceleration. The slight N2 RPM droop must be confirmed visually on the engine instruments. NOTES A Ferry Permit is required to dispatch an airplane with one DEEC inoperative. The airplane must be operated in accordance with ANNEX 3 or ANNEX 5 of the Honeywell Digital Electronic Engine Controls (DEEC) AFM Supplement, Doc. No. AFMS220, Rev. B (or later approved revision).

9 UPGRADE DIFFERENCES Page 9 DEEC and rigging functions associated with POWER LEVER ANGLE: PLA -2º to 5º: The HMU fuel cutoff and min travel hard stop PLA 20º: The HMU rigging pin location and idle hard stop PLA 20º to 26º Idle power range: The DEEC varies N 1 to meet a thrust schedule based on ambient conditions. Idle thrust varies between approximately 210 and 310 lb. (corrected for Mach number and limited by the underspeed governor). PLA 64º to 66º: Bleed surge valve closes with increasing PLA and opens with decreasing PLA PLA 90º to 95º, Cruise power: The DEEC sets N1 for maximum cruise for the current ambient conditions (Pt 2, Tt 2, Ps 0 ) corrected for Mach number PLA 100º to 105º, Climb power: The DEEC sets N1 for climb based on ambient conditions (Pt 2, Tt 2, Ps 0 ) corrected for Mach number. PLA 107º, ITT (T 5 ) limiter reset: When the power levers are 107º PLA the DEEC resets the ITT limiter 28ºC (952ºC to 924ºC). Regardless of power lever position, the DEEC ramps the ITT limiter 28ºC (952ºC to 924ºC) between 15,000 feet and 20,000 feet. PLA 117º to 122º: Take-off power range: The DEEC sets N1 for take-off based on ambient conditions (Pt 2, Tt 2, Ps 0 ) corrected for Mach number. Since take-off N1 is a minimum N1 the DEEC will schedule N1 0.25% to 0.75% above take-off N1. This, to assure take-off performance is achieved. PLA 120º to 122º: The HMU max PLA hard stop Intermediate PLAs: At all other PLAs, thrust is set proportional to power lever position corrected for ambient conditions ENGINE CONDITION TREND MONITORING Using imbedded ECTM software, the DEEC continuously monitors the necessary engine parameters during engine operation and periodically stores those data in data buffers within the DEEC. At anytime following engine start, if the pilot observes abnormal engine operation, a momentary activation of the SPR switch for the corresponding engine will record pertinent data in the DEEC data buffer. Using a laptop with TFE-731 ECTM Data Downloader software, the data buffers can be downloaded for evaluation of engine usage and determination of required maintenance actions. When an event occurs that requires an ECTM data download or when the ECTM data buffers are full a slowly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator will illuminate on the ground after engine shutdown. Honeywell recommends downloading ECTM data every three flights for optimum performance trend data. Sufficient ECTM data buffer capacity exists to store data for 50 flights.

10 UPGRADE DIFFERENCES Page 10 THRUST REVERSER The thrust reverser control lever mechanical stop is set at 79º PLA (measured on the #2 power lever potentiometer). This setting equates to a maximum reverse thrust N 1 setting of approximately 80% N 1. Fan stall may occur at full reverse thrust particularly when operating at colder ambient temperatures. If fan stall, characterized by an audible chugging, occurs reduce N1 by 5%. INSTRUMENT MARKINGS Instrument Graduation limits Range colors Operating ranges POWER PLANT: N1 indicator 0/110% Amber Green Red radial 25 to 35% 35 to 101.5% 101.5% ITT indicator 0/960ºC Green Amber Red radial 230 to 924ºC 924 to 952ºC 952ºC N2 indicator 0/110% Amber Green Red radial 52 to 61% 61 to 100% 100% Oil temperature/ pressure indicator 0/150ºC Green Amber Red Red radial 30 to 127ºC 127 to 140ºC 140 to 149ºC 149ºC 0/70 psi Red radial Amber Green Amber Red radial 25 psi 25 to 38 psi 38 to 46 psi 46 to 55 psi 55 psi

11 LIMITATIONS UPGRADE DIFFERENCES Page 11 Thrust Rating (Uninstalled, Sea Level, IAS) Takeoff Maximum Continuous Thrust Setting 3,700 lb (1,649 dan) 3,700 lb (1,649 dan) The engine low pressure rotor speed N 1 is used as the thrust setting parameter. Takeoff and maximum continuous thrust must be based on the N 1 values given in the Falcon 50-4 AFM Supplement, section 5. Maximum Engine Rotor Speeds (N 1 and N 2 ) Takeoff/Max. Cont. Transient (5 sec. max.) N 1 N % 100% 103% 103% 100% N 1 = 21,000 RPM % N 2 = 29,989 RPM Maximum Interstage Turbine Temperature (ITT) Start (Gnd. or Air) 952ºC Transient (10 sec. max) 974ºC Takeoff (5 min. max.) 952ºC Maximum continuous 924ºC Maximum cruise 924ºC Starting Times Ground start From 10% N 2 to light off From light off to idle Windmilling airstart From initial ff N 2 to 60% N 2 Starter assisted airstart 10 sec. maximum 60 sec. maximum 45 sec. maximum 45 sec. maximum From initial ff N 2 to 60% N 2

12 LIMITATIONS UPGRADE DIFFERENCES Page 12 Oil Pressure Thrust setting Minimum Pressure Maximum Pressure Takeoff, climb or max. cont. 38 psi 46 psi Idle 25 psi 46 psi Transient 55 psi < 3 min. OIL 1 OIL 2 OIL 3 illuminate for an oil pressure <25 psi Oil Temperature Sea level to 30,000 feet Above 30,000 feet Transient (all altitudes) Minimum for ground start Minimum for initiating take-off, and continuous operation Fuel Control Computers 127ºC maximum 140ºC maximum 149ºC maximum < 2 min. -54ºC 30ºC Engine fuel control computers must be operative for takeoff. Dispatch is not permitted with a rapidly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator (one flash per second). Thrust Reverser The thrust reverser is approved only when on ground. The thrust reverser must not be used for taxiing in reverse. Limit maximum reverse thrust to 80% N1 when operating at airports between 7,000 feet and 10,000 feet airport elevation when the ambient temperature is less than -6.6ºC (20ºF).

13 UPGRADE DIFFERENCES Page 13 ENGINES AIRSTART

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15 UPGRADE DIFFERENCES Page 15 BLEED AIR SYSTEM The bleed air system is unchanged from the basic Mystere-Falcon 50 airplane fitted with TFE 731-3/3D-1C engines. Bleed air pressures and temperatures are nominally different. TFE 731-3/3D-1C Bleed Air Characteristics Takeoff (SL, ISA) HP: 214 psia 423ºC LP: 88 psia 258ºC Cruise (M0.80, FL410) HP: 69 psia 374ºC LP: 28 psia 216ºC TFE C Bleed Air Characteristics Takeoff (SL, ISA) HP: 199 psia 405ºC LP: 80 psia 242ºC Cruise (M0.80, FL410) HP: 72 psia 388ºC LP: 30 psia 228ºC ANTI-ICE SYSTEM Airframe and engine anti-ice systems are unchanged. Satisfactory operation of the engine and nacelle, and airframe anti-ice systems requires that the engine N1 speed be not less than indicated below: TAT -30º to -20ºC -20º to -10ºC -10º to 0ºC 0º to +10ºC Minimum N1 speed in cruise condition 84% 81% 78% 73% Minimum N1 speed in approach condition 78% 78% 78% 73% One engine inoperative condition 91% 88% 84% 80%

16 UPGRADE DIFFERENCES Page 16 ELECTRICAL SYSTEM The DC electrical system is unchanged; the existing Auxilec starter/generators are retained. AC system and its associated inverters are unchanged. FUEL SYSTEM The fuel system and its associated boost and transfer pumps are unchanged. Fuel used must conform to the following specification: This table is representative of the fuel definition on October 1997.

17 FUEL ADDITIVES UPGRADE DIFFERENCES Page 17 The following additives are authorized for use in the fuel: - Anti-icing additive, conforming to AIR 3652 or MIL-I-27686D or E specifications (JP4/JP8), MIL-I (JP5) or equivalent at a concentration not in excess of 0.15% by volume. - Approved C.I.S. Anti-icing additives (up to 0.3% by volume) I fluid GOST I-M fluid TU (I fluid mixed 1:1 with methanol (GOST E) TGF-M fluid TU (TGF fluid mixed 1:1 with methanol (GOST E) - Anti-static additive in amounts to bring the fuel up to 300 conductivity units providing the quantity added does not exceed: 1 ppm for SHELL ASA 3 3 ppm for STADIS ppm for SIGBOL TU SOHIO Biobor JF biocide additive, or equivalent, is approved for use in the fuel at a concentration not to exceed 270 ppm (equivalent to 20 ppm of elemental boron).

18 UPGRADE DIFFERENCES Page 18 HYDRAULIC SYSTEM The hydraulic system is unchanged; the existing Vickers self-regulating hydraulic pumps are retained.

19 UPGRADE DIFFERENCES Page CFR PART 36 NOISE The following noise levels comply with 14 CFR Part 36, Appendix B, Stage 4 maximum noise level requirements and were obtained by analysis of approved data from noise tests conducted under the provisions of 14 CFR Part 36, Amendment 28. The noise measurement and evaluation procedures used to obtain these noise levels are considered by the FAA to be equivalent to the Chapter 4 noise level required by the International Civil Aviation Organization (ICAO) in Annex 16, Volume I, Appendix 2, Amendment 8. ICAO Annex 16, Volume 1, Appendix 2, Amendment 8 approval is applicable only after endorsement by the Civil Aviation Authority of the country of airplane registration. Noise reference point Noise levels (EPNdB) Flyover (A): With cut-back power 84.8 Approach (B) 95.3 Lateral (C) 90.5 PERFORMANCE CONDITIONS FOR NOISE LEVELS Compliance with 14 CFR Part 36, Amendment 28 was shown using the following configurations: - Take-off configuration: S+FLAPS 20º at a weight of 40,780 lb (18,500 kg). Airspeed: V2+10 kt - Power cut-back for measuring point A on flyover: Height: H = 1,691 ft N1 reduction: 12.7% - Approach configuration: S+FLAPS 48º at a weight of 35,715 lb (16,200 kg). Airspeed: Verf+10 kt