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(RDPS), and a torquemeter junction box. Power to operate
the torquemeter is provided by No. 1 and No. 2 AC
buses through the ENGINE NO. 1 and NO. 2 TORQUE
circuit breakers on the No. 1 and No. 2 PDP. Power for
the power supply unit 714A and RDPS is provided by
the No. 1 and No. 2 DC buses through the DC ENGINE
NO. 1 and NO. 2 TORQUE circuit breakers on the No. 1
and No. 2 PDP.
2-3-20. Power Turbine Inlet Temperature Indicators.
Two power turbine inlet temperature (PTIT) indicators,
one for each engine, are on the center instrument panel
(7, fig. 2-1-8, 7, fig. 2-1-12). Each indicator is calibrated
from 0 to 1,200C. The temperatures registered on the
PTIT indicator are transmitted by chromel-alumel thermocouples.
the thermocouples sense gas temperature
at the power turbine inlet and transmit an average gas
temperature reading to the PTIT indicator in the cockpit.
712 When power turbine inlet temperature increases to
the emergency power range, the EMERG PWR indicator
light will illuminate and DC power is supplied to the
EMERGENCY POWER panel. 714A When power turbine
inlet temperature increases to the contingency power
range, the ENG CONT PWR master caution advisory
panel capsule will illuminate.
2-3-21. Engine Oil Pressure Indicator.
An engine oil pressure indicator on the center instrument
panel is provided for each engine (17, fig. 2-1-8 and
2-1-12). Each indicator relates pressure sensed at No. 2
bearing by an oil pressure transmitter mounted near the
engine. Each engine oil pressure indicator displays a
pressure range from 0 to 200 psi. Power to operate the
engine oil pressure circuit is supplied by the AC instrument
buses through the ENGINE NO. 1 and NO. 2 OIL
PRESS circuit breakers on the No. 1 and No. 2 PDP.
2-3-22. Engine Oil Temperature Indicator.
Two engine oil temperature indicators are on the center
the instrument panel (18, fig. 2-1-8 and 2-1-12). Each
engine oil temperature indicator is calibrated from -70
to + 150C. A temperature probe within the lubrication
lines of the engine, before the fuel-oil cooler, is the point
at which the temperature is sensed. Power to operate the
resistance-type oil temperature circuit is supplied by the
No. 1 and No. 2 DC buses through the ENGINE NO. 1
TM 1-1520-240-10
2-3-6
and NO. 2 OIL TEMP circuit breakers on the No. 1 and
No. 2 PDP.
2-3-23. Engine Caution Capsules. 712 The following
items are in reference to Fig. 2-14-5:
a. NO. 1 (2) ENGINE OIL LOW. This is illuminated
when approximately 2 quarts of usable oil is remaining in
the engine oil tank.
b. NO. 1 (2) ENG CHIP DET. This is illuminated if
a detector is bridged by ferrous metal particles which
may indicate impending engine or engine transmission
failure.
c. NO. 1 (2) ENG N1 CONT. This is illuminated
when the ECL is not in the STOP, GROUND or FLIGHT
detent or when the ECL position does not agree with the
N1 actuator position.
2-3-24. Engine CAUTION/ADVISORY Capsules.
714A The following items are referenced in Fig. 2-14-6:
a ENG 1 (2) FAIL. Active when the engine failure
logic in the DECU detects a failed engine condition. The
engine failure logic is active when N1 is greater than 60%
and the ECL position is greater than 50(within 10 of
FLT position). The engine failure logic in each DECU is
used to recognize any of the following:
(1) Power turbine shaft failure. N2 is greater
than RRPM by more than 3 percent.
(2) N1 underspeed.
(3) Engine flameout.
(4) Over temperature start abort (Primary mode
only).
(5) During normal shutdown as the N1 goes below
48 percent the ENG 1 (2) FAIL caution is illuminated
for 12 seconds, this is a BIT self system check.
b. FADEC 1 (2). Active if Primary FADEC System
hard fails.
c. REV 1 (2). Active if Reversionary FADEC system
hard fails.
d. ENG 1 (2) OIL LVL. Active when approximately 2
quarts of usable oil is remaining in the engine oil tank.
e. ENG 1 (2) CHIP DETR. Active if a detector is
bridged by ferrous metal particles which may indicate
impending engine or engine transmission failure.
f. ENG CONT PWR. Active when power turbine
inlet temperature is in the contingency power range.
2-3-25. Engine Chip Detectors.
The engine accessory section oil sump and engine transmission
chip detectors are electrically connected to the
corresponding NO. 1 or NO. 2 ENG CHIP DET caution
capsule on the master caution panel (fig. 2-14-6). If a
detector is bridged by ferrous metal particles, which may
indicate impending engine or engine transmission failure,
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