(6)
IPS (Inlet Particle Separator): The Inlet Particle Separator (IPS) is an AGB driven pump that suctions dirty air from the collector scroll, and blows the dirty air overboard.
(7)
AC (Alternating Current): Alternating current (electrical power) is produced by the engine alternator, which is driven by the Accessory Gear Box (AGB). The AGB supplies AC power to the engine electrical systems and generates a Gas Generator Speed (Ng) tachometer signal for the cockpit. Some engine systems get electrical power from other airframe sources.
(8)
A/I (Anti-Ice): Each engine has two anti-icing systems; the first is the engine anti-ice system, the second is the engine inlet anti-ice. Both systems are activated by one switch for each engine, the ENG ANTI-ICE No. 1 and No. 2 switches. Both systems have dedicated advisory lights (#1 and #2 ENG ANTI-ICE ON, and #1 and #2 ENG INLET ANTI-ICE ON).
AISBV (Anti Ice Start Bleed Valve): The Anti Ice Start Bleed Valve serves as both an engine anti ice valve and as a compressor bleed valve. It is HMU controlled for the bleed function and pilot controlled for anti icing. The bleed function aids in the rapid acceleration or deceleration of the compressor to allow stall free operation.
(9)
P3 (Compressor Discharge Pressure): Pressure at the 3rd Engine Stage (P3) represents Compressor Discharge Pressure (CDP), which is used to cool the hot section engine components and support the combustion for power production. Other uses of P3 air include purging, oil control, and bleed air powered accessories.
(10)
T2 (Compressor Inlet Temperature): Temperature at the 2nd Engineering Stage (T2) represents the Compressor Inlet Temperature (CIT). T2 is used by the engine fuel metering systems to compensate for changes in air temperature. A T2 sensor passes inlet air temperature information directly to the HMU for use in adjusting the metered fuel. Inlet Air Temperature information from the T2 sensor is also used for Ng limiting.
(11)
HMU (Hydromechanical Unit): The Hydromechanical Unit (HMU) is a fuel control unit with 9 functions; these functions will be discussed later in this lesson. During normal conditions, the HMU meters fuel to the combustion chamber in accordance with three main control inputs: Power Control Lever (PCL) position, collective position, and the ECU input. During abnormal conditions, the pilot, placing the HMU in the manual mode, can lock out the ECU.
(12)
PCL (Power Control Lever): The Power Control Lever (PCL) sets the maximum power that may be called upon by the collective, or ECU. The PCL has four settings: OFF, IDLE, FLY, and LOCKOUT. The PCL is mechanically linked to the Power Available Spindle (PAS) through a cable. The PAS changes the linear cable movements into rotary inputs to the HMU.
(13)
LDS (Load Demand Spindle): The Load Demand Spindle (LDS) is a spindle that changes linear cable movements into rotary motion. This mechanical link between the collective and the HMU makes fuel-metering adjustments in a proactive attempt to match engine power to rotor load.
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