SR22T - Cirrus Design Authorized Service Center Home

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SR22T - Cirrus Design Authorized Service Center Home
Cirrus Aircraft Update Webinar
Authorized Service Centers – 6/23/2010
Announcements:
1.
2.
3.
4.
SR22T
LANDING GEAR SIMULATOR
AIR CONDITIONING PROMOTION
CIRRUS CERTIFIED PROMOTION
OTHER KEY PERFORMANCE DIFFERENTIATORS FOR SR22T
GREATER CABIN HEAT
GREATER USEFUL LO
QUIETER TAKEOFF & CLIMB NOISE
IMPROVED DECELERATION VIA “BRAKING” EFFECT OF PROP
IMPROVED TAKEOFF & CLIMB PERFORMANCE
KEY DESIGN DIFFERENTIATORS FOR SR22T
550‐K ENGINE THAT WE PARTNERED WITH TCM TO DEVELOP SPECIFICALLY FOR
SR22T. THIS IS A NEW ENGINE MODEL.
KEY DESIGN DIFFERENTIATORS FOR SR22T
TSIO‐550‐K ENGINE
MODIFIED NLG – OLEO STRUT
KEY DESIGN DIFFERENTIATORS FOR SR22T
TSIO‐550‐K ENGINE
MODIFIED COWL
MODIFIED NLG – OLEO STRUT
KEY DESIGN DIFFERENTIATORS FOR SR22T
TSIO‐550‐K ENGINE
MODIFIED ECS CONTROLLER
MODIFIED COWL
MODIFIED NLG – OLEO STRUT
SR22T
SR22T
This document is for training purposes only; Always
consult Cirrus Aircraft and Teledyne Continental Motors
Technical Publications before performing maintenance
on all Cirrus aircraft.
SR22T
OVERVIEW
•TCM TSIO550K twin turbocharged 315 HP engine.
•New nose landing gear utilizes oleo strut for shock absorbsion.
•Changes in environmental system architecture.
•New Hartzel prop governor.
•Airframe structural changes including new cowl design.
•Added inspection and maintenance items
SR22T
Nose Landing gear
Operation description;
Shock absorption in weight on wheels attitude is accomplished by a nitrogen-oleo strut installed between the
hinged members of the nose landing gear strut and the undercarriage of the engine mount. Regular
inspection, servicing and maintenance standards are critical in preventing injury to occupants and significant
damage to prop, engine and airframe.
SR22T
Nose Landing Gear
Inspection/Check (AMM 32-20) performed every 50
hour inspection;
Remove engine cowling and NLG faring.
Using flashlight and 10X magnifier, visually inspect
fillet weld on bottom of strut for cracks, deformation
or other signs of distress.
Inspect oleo strut for security, cracks, corrosion and
cleanliness.
Ensure spherical bearings at oleo attach points are
fully captured.
At room temperature with aircraft at nominal weight,
apply rocking force to nose of aircraft. Allow aircraft
to stabilize.
Verify exposed rod (chrome) of oleo is 2.0-2.25
inches. If exposed piston rod is below tolerance,
strut requires servicing per AMM 12-10.
SR22T
Nose Landing Gear
Adjustment/Test (AMM 32-20) performed every 100 hour and
annual inspection;
Remove engine cowling and raise nose of aircraft per AMM
07-10.
Solvent clean oleo and perform visual inspection of oleo fill
valve and piston rod surface.
If leakage is evident at fill valve, replace fill valve or seal per
AMM 32-20. If piston rod shows signs of minor corrosion or
scoring, repair per AMM 32-20. If corrosion or scoring is
excessive or cannot be removed, replace oleo strut per AMM
32-20.
If piston rod shows signs of leakage identified by streamlets of
fluid (the rod maintains a light film of hydraulic fluid for
lubrication), replace oleo strut per AMM 32-20.
If hydraulic fluid or nitrogen charge is suspected insufficient,
perform strut servicing per AMM 12-10
Nose Landing Gear
Servicing AMM12-10;
SR22T
Remove engine cowl and raise nose of aircraft per AMM 07-10.
Remove cap from filler valve and slowly open fill valve, allowing
one minute for strut to de-pressurize.
If replenishing nitrogen only, close fill valve.
Fluid servicing; attach length of clear 5/16” hose to fill valve and
place other end in a graduated cylinder containing a minimum .5
quarts mil spec 5606 hydraulic fluid. Slowly raise strut verifying
gas and fluid expel from strut Slowly lower strut verifying fluid is
being drawn into strut. Repeat raising and lowering until all
entrapped air is eliminated and strut expels steady stream of fluid
for at least ½ of compression. Raise strut and hold while closing
fill valve and remove hose..
Nitrogen servicing; connect high pressure hose from nitrogen tank
to fill valve. Slowly pressurize nitrogen hose to 20 psi. Slowly open
fill valve allowing strut to reach full extension. At a rate of no more
than 100 psi/minute, pressurize strut to 350.0±10.0 psi. Close fill
valve and torque to 45-70 in-lb. Close nitrogen tank valve and
relieve pressure in nitrogen hose. Disconnect hose and install fill
valve cap.
Replace strut rubber seal components every 2000 hrs.
SR22T
Environmental Systems
Operation description;
As in SR22 2439 & subs, fresh air enters the cabin through
a NACA vent located on the lower right cowl and is ducted to
the mixing chamber mounted to the forward firewall.
Cabin heat is obtained by taking turbocharged “Bleed air”
from the left and right turbocharger intercoolers located in
the engine baffling. The intercooler bleed air is ducted into a
heat exchanger surrounding the turbine waste gate
crossover pipe. The hot air is then ducted to the mixing
chamber and is mixed with fresh air to crew selected comfort
settings. Excess hot air is “dumped overboard” by a flapper
valve located on the bottom of the mixing chamber.
The remainder of the environmental system options, controls
and distribution are identical to previous normally aspirated
SR22 2439 & subs.
SR22T
Propeller
Operation description;
The SR22T incorporates a cable-less Hartzel propeller
governor. The governor operates on the same principle as
other propeller governors; sensing engine speed, the
governor regulates pressurized engine oil in the propeller
piston assembly, which controls propeller blade angle.
The Hartzel governor begins controlling blade angle and
engine speed at approximately 1400 RPMs. As there is no
Power lever cam plate or cable, transition through the power
range is very smooth. The engine reaches its maximum
speed of 2500 RPMs at power settings as low as 55%. As
the power lever is advanced, engine speed will remain at
2500 RPMs, but MAP and Fuel flow will increase as will %
Power.
With the high speed stop set at 2500 RPMs, additional
power input causes the governor to increase propeller blade
angle, thus increasing thrust.
SR22T
Propeller
Adjustment/Test-Governor Rigging (AMM61-20)
Remove engine cowl and perform Adjustment/Test-Throttle
Control Cable and Adjustment/Test-Mixture Control Cable (AMM
76-10).
Start and warm engine to operating temperatures. Advance
throttle to full and verify RPMs at 2480-2500. If RPMs are not
2480-2500, adjust the high speed stop on the governor. Use
7/16” wrench to loosen jam nut on propeller governor shaft.
Using 3/16” ignition wrench, turn governor shaft clockwise to
increase engine speed and counter-clockwise to decrease
engine speed (1/4 turn will change engine speed by
approximately 30 RPMs).
Torque jam nut to 30-36 in lbs. Start engine and verify 24802500 RPMs at full throttle. Repeat procedure if necessary.
BASIC ENGINE SPEC.
•
Firing Order
1-6-3-2-5-4
•
Compression Ratio
•
Magneto timing
•
Rated Maximum Continuous Operation
– 315 HP @ 2500RPM @ 36.5” Hg MAP
7.5:1
24º BTDC
Minimum Idle
– 600 RPM
• Engine idle speeds may be set higher to allow for smoother
operation and transition to higher power settings
SR22T
Turbocharger
Description of operation;
The TSIO550K incorporates two turbochargers controlled
by a single waste-gate. Waste-gate position is determined
by a “Sloped” controller.
The left and right exhaust manifolds are connected by a
crossover pipe which equalizes exhaust gas pressure in
the two manifolds which are directly connected to the
turbochargers. The crossover pipe has an exhaust exit
which contains the waste-gate, thus controlling exhaust
gas pressure in the manifolds. Through this architecture,
exhaust gas pressure is both equal and controlled in the
manifolds.
The hydraulically operated waste-gate position is
determined by the sloped controller which senses and
responds to a pre-set absolute boost value of 36.5” as
well as boost at power settings other than full.
SR22T
Power plant
This slide covers those aspects of the SR22T included in AMM
Chapter 71; Cowling and Induction air systems.
Cowling description (AMM 71-10)
The cowling for the SR22T consists of a three piece fiberglass
cowl and a two piece aluminum NLG strut closeout panel. The
fiberglass cowl is secured to the aircraft similarly to previous
SR cowl systems.
In addition to the fresh air NACA vent integral to the left lower
cowl on SR22 2439 & subs, there are two NACA vents located
on the left and right lower cowls which supply induction air
through air filters to the turbochargers.
Induction description (AMM 71-60)
NACA vents on the left and right lower cowls provide fresh air
to the turbochargers. The air passes through serviceable filters
which require replacement at three years, five cleanings or 500
hours (whichever occurs first). In the event of air filter icing or
obstruction, a heated alternate air assembly is opened when a
strip of magnets on the alternate air door is overcome by the
induction vacuum. Alternate air then bypasses the filters.
SR22T
Power plant
Inspection/Check- Induction Air Filter (AMM 71-60)
Remove cowling and induction air filters per AMM 71-60.
Hold filter up to a bright light and examine filter elements
for tears and holes. Visually inspect metal parts of air filter
elements for damage. Replace filter element if damaged.
Visual Inspection- Alternate air (AMM 71- 60)
Check alternate air door for freedom of movement and
correct MFD annunciation.
Servicing- Induction Air Filter (AMM 71-60)
Remove cowling and induction air filters per AMM 71-60.
Using source of compressed air no greater than 10 psi,
blow air through filter in opposite direction of airflow,
holding air source at least 1” away from filter. Perform
Inspection/Check-Induction Air Filter per AMM 71-60.
Power plant
SR22T
Inspection/Check - Exhaust System
Visually inspect slip joints for bulges, cracks, or hot spots.
Visually inspect stacks, risers, and elbows for burned areas, cracks, and loose parts or
hardware. Check welded areas and seams for cracks. Replace parts that are cracked,
burned, or worn.
Visually inspect heat exchanger seams, joints and transitions with a flashlight and mirror
or a flexible borescope for physical damage, cracks, corrosion, and burn-through. Inspect
connecting flanges for security and proper mating.
Perform exhaust leak test.
1 Connect a high volume, dust-free, air pressure source to the exhaust tailpipe outlet.
2 Apply 5 psi of air pressure to the exhaust system.
3 Apply soapy water to the exhaust system and check for bubbling. If bubbling is
found, replace the leaking exhaust components.
Visually inspect exhaust stacks and transition unit for wear, leaks, cracks, or distortion.
Replace worn, leaking, cracked, or distorted exhaust parts.
Visually inspect exhaust manifold connections at cylinder for security of exhaust flange,
gasket, and exhaust manifold fasteners.
Visually inspect V-band clamps.
1 Remove V-band clamp from exhaust tailpipe.
2 Clean outer band of V-band clamp with crocus cloth.
3 Inspect V-band clamp spot-weld (or rivet) areas for cracks and looseness.
4 Using a flashlight and mirror, inspect corner radii of clamp inner segments for
cracks. Inspect inner segment spacing.
5 Inspect clamp outer band for flatness using a straight edge, especially within 2
inches of spot-weld tabs that retain the T-bolt fastener. Verify clearance between
clamp outer band and straight edge is less than 0.062 inches (1.57 mm).
6 Verify 100% contact between inner segments and outer band.
SR22T
Power plant
Inspection/Check – Turbocharger AMM 81-20
Visually inspect turbocharger housing and mounting bracket
for general condition and
security.
Visually inspect oil fittings and surrounding area for evidence
of oil leakage.
Inspect turbocharger compressor.
1 Remove induction air supply duct to turbocharger
compressor and inspect compressor
blades for evidence of foreign object damage.
2 Turn compressor wheel by hand and check for freedom of
rotation.
3 Inspect the interior of air supply duct for general condition.
4 Remove discharge duct from turbocharger compressor and
inspect interior for evidence
of oil. If there is evidence of oil in the duct, further inspection of
turbocharger
is required to determine cause and source of oil.
Remove turbocharger exhaust stack and inspect turbine wheel
for damage, freedom of
rotation, and evidence of oil.
Lubricate turbocharger link rod pins. (Refer to 12-20)
SR22T
Power plant inspection
SR22T
Power plant inspection; 25 hours
SR22T
Power plant inspection; 25 hours
SR22T
Power plant inspection; 50 hours
SR22T
Power plant inspection; 100 hours
SR22T
Operational Inspection (SID97-3E)
• 22T-0001 & subs: Functional Inspection of Fuel Injection
Using Portatest unit;
System in accordance with the manufacturer’s approved
Instructions For Continued Airworthiness after engine
installation,
every 100 hours, at annual, or fuel system component
replacement. Fuel Pump setup should be performed
as follows:
• At 600 RPM set un-metered pressure to 7.0 - 9.0 psi.
Connect the
unmetered Portatest
hoses to the throttle
metering valve as you
would for a non-turbo
SR22 (you will need 6 adapters as the
fuels lines are 3/8” on
the SR22T).
.At 600 RPM, set idle cutoff RPM rise to 30-50 RPM.
• At 2500 RPM and Boost Pump set to BOOST, reference the
MFD gages and set Manifold Pressure and Fuel Flow per the
following graph. Set un-metered pressure to 20.5 - 23.5 psi.
Using 0-60 psi gauge;
Disconnect the
unmetered (-6) fuel line
to the throttle metering
valve and insert the -6
swivel run tee. Connect
the tee leg to the
unmetered 0-60 PSI
gauge
Teledyne Continental Motors TSIO-550-K
Familiarization Training for the
SR22T
TSIO550K1B
Turbo
Supercharged
Injected
Opposed
550 Cubic Inches
K Model Designation
1B Customer
Specification
Basic Engine Specification
*as installed in SR22T
•
•
•
Firing Order 1-6-3-2-5-4
Compression Ratio 7.5:1
Rated Power
– 315 HP (installed), 2500 RPM @ 36.5 inHg MAP (derated from 37.5 inHg MAP)
•
•
Idle 600 RPM
Weight 555.1 pounds (dry with TCM supplied
accessories)
Engine Includes
• Top Mounted Induction System, Including
Dual Intercoolers
• Pressurized Ignition System
• Fuel Injection System with Aneroid Equipped
Fuel Pump
• Bottom Mounted Exhaust System
• Twin Turbochargers with Single Wastegate,
Sloped Controller and Oil System
• Dual, Rear Mounted Accessory Drive Pads
• Provision for Hydraulic Propeller Governor
Turbo & Induction Systems
WASTEGATE
&
WASTEGATE
ACTUATOR
AFTERCOOLER
THROTTLE
COMPRESSOR
WHEEL
ENGINE
CYLINDER
OIL
INLET
EXHAUST GAS
DISCHARGE
OIL FROM
WASEGATE
OIL OUT
TO ENGINE
ENGINE EXHAUST GAS FLOW
UPPERDECK PRESSURE
MANIFOLD PRESSURE
AMBIENT AIR
INLET
OIL
OUTLET
TURBINE
WHEEL
Turbo & Induction Systems
AFTERCOOLER
BALANCED
INDUCTION
SLOPED
CONTROLLER
SONIC
VENTURI
CONNECTION
OVERBOOST
PRESSURE
RELIEF VALVE
AFTERCOOLER
Turbocharger Exploded View
Compressor Housing
Turbine Housing
Turbine
Center
Housing
Compressor
Turbocharger Operation
• Exhaust gases exit the cylinder and flow through the
exhaust system to the turbocharger turbine inlet
• The exhaust gas flow provides turbine wheel rotation
and exits through the turbine housing discharge port
and tailpipe
• The turbine wheel drives the compressor wheel which
is connected by a common shaft
• During normal operation the turbocharger can reach
speeds in excess of 100,000 RPM
Turbocharger Operation
• The center shaft runs in an
aluminum-bronze bearing and is
supported by pressurized oil during
operation
• Prior to engine shut down after flight
or a full power ground run, operate
the engine at 800 to 1000 RPM for
approximately 5 minutes for the
turbocharger to cool down in order
to prevent coking of the oil in the
turbocharger and potential oil
starvation of the bearings
Wastegate Valve
• The wastegate is hydraulically
actuated by engine oil pressure
– Oil pressure is modulated
through the sloped controller
• Increasing oil pressure closes
the butterfly valve to increase
turbocharger output
• Decreasing oil pressure opens
the butterfly valve to decrease
turbocharger output
Wastegate Maintenance
• Inspect and lubricate the
butterfly valve shaft with
“Mouse Milk” at regular
intervals
• Routinely inspect the dry
bay drain for oil; this
would be a sign of the
piston seal leaking
DRY BAY DRAIN
Sloped Controller
• The sloped controller references
upper deck pressure and manifold
pressure to maintain a preset
pressure differential across the
throttle plate
• As the throttle plate is modulated
and manifold pressure changes,
the sloped controller reacts to
maintain the preset differential to
deck pressure
• This action moves the oil control
valve in the lower housing of the
sloped controller to increase or
decrease oil pressure output from
the wastegate valve
ANEROID
BELLOWS
ASSEMBLY
MANIFOLD
PRESSURE
SENSING
PORT
DIAPHRAGM
DECK
PRESSURE
SENSING
PORT
POPPET
OIL INLET
PORT
POPPET SEAT
OIL DRAIN
PORT
ADJUSTMENT
SCREW
Aftercooler
• Aftercoolers are installed between the
compressor discharge port of the
turbocharger and the throttle inlet
• The aftercooler is an air-to-air heat
exchanger
• Aftercoolers are used to reduce the
temperature of the air delivered to the
engine in order to:
– Maintain detonation margin
– Increase charge air density
– Increase engine performance
Overboost Valve
• Relief valve used to prevent over
pressurization of the induction
system in the event of a rapid
throttle acceleration or
malfunction of the turbo
controlling system
• Over pressurization can lead to
cylinder degradation or
detonation
• Overboost valve is designed to
“crack” at 39.5 inHg
SPRING
AND BELLOWS
VALVE
OPENING
INDUCTION MANIFOLD
AIR CAN ESCAPE
Fuel System
METERED
PRESSURE
10
5
0
15
SLOPED
CONTROLLER
20
25
30
Psid
GAUGE
OVERBOOST
PRESSURE
RELIEF VALVE
FUEL MANIFOLD
VALVE ASSEMBLY
FUEL INJECTOR
NOZZLE
FUEL
PUMP
MANIFOLD
PRESSURE
UNMETERED
PRESSURE
30
20
40
10
0
50
60
psi
GAUGE
INLET FUEL
FROM ACFT
UNMETERED
FUEL PRESSURE
UPPER DECK PRESSURE
METERED FUEL
PRESSURE
NOZZLE PRESSURE
VAPOR RETURN
Aneroid Fuel Pump
RECIRCULATION PATH
TO RELIEF VALVE
UPPER DECK
REFERENCE AIR
STOP PIN
VAPOR SEPARATOR
LESS INTERNAL RECIRCULATION
MEANS GREATER OUTPUT PUMP Aneroid Detail
PRESSURE AND FUEL FLOW
VAPOR SEPARATOR
BODY
INLET FROM FUEL TANK
VAPOR
RETURN
VAPOR
RETURN
BYBY-PASS VALVE
PUMP ASSEMBLY
RELIEF
VALVE
MIXTURE
CONTROL SHAFT
OUTLET TO
FUEL METERING UNIT
DRY BAY DRAIN
Fuel Injection Nozzles
• The fuel injection
nozzle is referenced to
upper deck pressure air
Fuel Injection Nozzle Position
• Ensure nozzle position
is matched to the
appropriate cylinder
• Nozzle position is
cylinder specific
– Ensure nozzles are
installed in the correct
cylinder
Care and Inspection
Oil Changes
• Oil grade in accordance with
latest revision of SIL 99-2
• Visual examination of engine
filter element
• Spectrographic oil analysis
Care and Inspection
Cylinders
• Conduct borescope
and cylinder
differential pressure
test in accordance
with latest revision of
SB03-3 at 100 hour
and annual
inspections
Care and Inspection
Cylinders
• Borescope
– TCM recommends Lennox
Instruments AutoScope
• Differential Compression
– TCM recommends Eastern
Technologies Model E2M
• Master orifice built in
Care and Inspection
Turbochargers
• Visual inspection of compressor and turbine
wheel blades for cracking, chafing and
contact with housing
• Visual inspection of compressor and turbine
housing for cracks and security of hardware
• Perform inspections IAW Turbocharger
manufacturers instructions
Care and Inspection
Fuel Injection Nozzles
• When removing or
installing fuel injectors, use
Burroughs #8165 or similar
tool
– This tool allows for the removal of
the injector without removing
induction tubes
FUEL INLET
COMPRESSOR DISCHARGE
AIR PASSAGE
NOZZLE
JET
O‐RING
AIR INLET
SHROUD
NOZZLE IDENTIFICATION
NUMBER STAMPED ON
HEX FLAT
O‐RING
• Avoid any side load on the nozzle to prevent damage to the threads or cracking of the nozzle body
• Clean nozzles by soaking in acetone, methyl ethyl ketone or lacquer thinner for a few hours and gently dry with compressed air
Care and Inspection
Fuel Injection Nozzles
• When installing, apply a small
amount of anti seize compound
(TCM P/N 646943 or Loctite 76732)
to the threads, install a new washer
and torque to 55-65 in-lbs
• Shroud o-rings (TCM P/N 630979-9)
must be replaced any time the
shroud is removed
Care and Inspection
Fuel System Setup
• Fuel system checks and adjustments per M-18
Maintenance and Overhaul Manual
– Verify at annual inspection and any time a fuel system
component has been changed
• TSIO-550-K engines installed in SR22T aircraft must be
setup per Cirrus maintenance instructions
– Methodology and equipment per latest revision of SID97-3
• Model 20 ATM-C Port-a-Test Unit
• Calibrated pressure gauges
– Setup values per Cirrus instructions
Questions?
Give Us A Call
Telephone
US and Canada
International
888-826-5465
251-436-8299
E-Mail
[email protected]