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lever settings. When the knurled ring is released from
RESET, it will snap back to the center position, but the
circuit will remain in the RESET normal condition.
Power for the engine-cut circuit is obtained by way of
the ENG CUT circuit breaker on the pilot overhead circuit
breaker panel.
2.31.3 Engine Load Demand System. When the engine
PWR lever is in FLY, the ECU/DECU and HMU
respond to collective pitch position to automatically
control engine speed and provide required power. During
emergency operations when the PWR lever is
moved to LOCKOUT and then retarded to an intermediate
position, between IDLE and FLY, the engine
will respond to collective signals, but control of engine
speed is no longer automatic and must be managed
manually using the PWR lever.
The T700-GE-701 and T700-GE-701C
engine is designed to shut down
when an overspeed condition is
sensed. The OVSP TEST circuit trips
at 95 - 97% Np and should never be
performed in flight. A power loss will
result.
a. Engine Overspeed Protection System. The
engine overspeed protection system prevents destructive
power turbine overspeeds. The system receives
power turbine speed signals from the torque and overspeed
sensor. When Np exceeds 119- 120% output, the
ECU/DECU activates a solenoid in the ODV. This shuts
off fuel flow, causing the engine to shut down. In order
to test the system, two circuits are used: CKT A and
CKT B. Both circuits must be closed before the overspeed
protection test system is activated. When both
CKT A and CKT B are closed, the system will trip.
This will occur at 95- 97% Np. At this time a signal is
sent to the ECU/DECU which closes a solenoid in the
ODV and stops fuel flow to the combustor. During the
test mode, automatic ignition is applied and remains on
until 5 seconds after the test switches are released.
This will ensure a positive relight when fuel flow resumes.
An advisory
TEST panel
TM 1-1520-238-10
light on the EMER PWR CHK OVSP
indicates the availability of emergency
electrical power. The system normally uses engine alternator
power. The advisory light receives 28 vdc from
the emergency dc bus through the ENG START circuit
breaker. The No. 1 engine overspeed test receives 28
vdc from the No. 1 essential dc bus through the ENG
PWR 1 circuit breaker; for No. 2 engine, from the No. 2
essential dc. bus through the ENG PWR 2 circuit
breaker. The three circuit breakers are on the pilot
overhead circuit breaker panel.
The overspeed protection system can be tested by the
EMER PWR CHK OVSP TEST panel on the pilot left
console as follows:
1. CKT A switch - ENG 1.
a. NG should remain stable. If NG decreases,
CKT B has malfunctioned.
2. CKT A switch - Release.
3. CKT B switch - ENG 1.
a. NG should remain stable. If NG decreases,
CKT A has malfunctioned.
4. CKT A switch - ENG 1.
a. With both switches set to ENG 1, NG
should decrease immediately. Release
both switches as soon as NG begins to decrease.
5. Repeat steps 1 thru 4 for No. 2 engine.
2.32 ENGINE INSTRUMENTS.
The engine instruments are vertical scale type. A common
feature of all vertical-scale instruments is the
power-on indication: when electrical power is supplied
to these instruments, the blue segment of each verticalscale
is illuminated. Another common feature is indicator-
light dimming (not dimming of the edge-lighted
panels but dimming of the vertical-scale segments and
the digital displays). This dimming is accomplished for
each crew station by the DIM control on the engine
instrument test panels (fig 2-20) located in each crew
station. An additional feature of the pilot engine instrument
test panel is automatic dimming of the pilot engine
instruments by a photoelectric cell located on the
test panel. The cell dims or brightens in response to ambient
crew station light but may be overridden by
manual control. A third common feature of all engine
2-31
TM 1-1520-238-10
instruments in each crew station is that they share
power supplies. Each power supply energizes alternate
lamp segments and one digital readout for all engine
instruments in each respective crew station. If one power
supply fails, every other lamp segment and all of
ENG 1 or all of ENG 2 digits will extinguish. In addition,
if one of the pilot power supplies fails, the AUX
PWR light on the pilot engine instrument test panel illuminates.
The CPG test panel does not have this feature.
One of the pilot power supplies receives 28 vdc
from the emergency dc bus through the ENG lNST circuit
　
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