Specifications

SECTION II
MODEL 560 AIRPLANE AND SYSTEMS
ENGINE SYNCHRONIZER (Continued)
Alternating current from the fan and turbine monopoles is routed into the control box. When any
difference in frequency is detected, a signal is sent from the control box to the actuator, which trims the
speed of the slave engine to match the master engine. Normal fuel control operation is not affected. The
Synchronizer will continuously monitor engine speeds and resets the slave engine speed setting as
required. The actuator has a range capability of approximately ±1.5% of N
1
RPM or ±1.0% N
2
RPM.
A turbine out-of-sync condition is generally more noticeable in the cockpit and a fan out-of-sync
condition is usually more noticeable in the area of the rear seats.
IGNITION SYSTEM
Each engine incorporates dual exciter units and two igniters. The exciter units convert battery or
generator input to high voltage Direct Current (DC), store it momentarily until a given energy level is
reached, and allow it to discharge in spark form through the igniters. System wiring is such that
malfunction of one igniter or exciter will not affect normal operation of the other.
Cockpit control consists of two-position RH and LH ignition switches. In NORM, function is automatic
during start and with engine anti-ice selected. Moving the throttle to IDLE after depressing the start button
activates ignition until it is terminated automatically at approximately 38% turbine RPM (N
2
). Continuous
ignition occurs any time the respective engine anti-ice or ignition switch is ON.
A small green light above each ITT tape indicator illuminates when both exciters are receiving
electrical power. If one igniter should fail, ignition will still be available from the remaining igniter. If the
ignition light does not illuminate when ignition is selected, or should be automatically provided, check the
applicable ignition system circuit breaker on the left circuit breaker panel, or fuse in the aft power junction
box.
ACCESSORY GEARBOX
The starter/generator, fuel pump, fuel control, hydraulic pump, and oil pump are driven by the
accessory gearbox mounted below the engine. Power to drive the gearbox is transmitted from the N
2
section through the tower shaft and a series of bevel gears. Lubrication is provided by the engine oil
system.
OIL SYSTEM
The system provides cooled, pressurized oil for lubrication and cooling of engine bearings and
accessory drive gears and bearings. An integral oil tank on each engine has a capacity of 2.15 U.S.
gallons, of which 0.15 gallons are unusable.
The engine oil system provides lubrication, cooling and cleaning of all engine bearings and gears. It
has a pressure and scavenge system and a secondary air system. The pressure system is a flow regulated
system designed to supply oil to satisfy the lubricating requirements throughout the engine operating
range. Oil is supplied from the oil tank, which is integral with the intermediate case, to the pressure pump,
having first flowed past a magnetic chip detector and is circulated through the engine oil filter and fuel/oil
heat exchanger before being distributed throughout the engine. Calibrated oil nozzles deliver the necessary
oil quantity to the various bearings, gear meshes and splines.
The scavenge system returns oil to the tank either directly, by means of a combination of blow down
and dedicated pumps, or indirectly via the accessory gearbox dedicated pump. The secondary air system
uses compressor air to pressurize the various bearing cavity seals. The breather system is part of the
secondary air system. Air from the various bearing compartment seals is vented to the engine exhaust
through an oil/air separator installed on the starter/generator gearshaft in the gearbox.
Cockpit indicators receive inputs from the pressure transmitter just upstream of the oil cooler and the
temperature bulb immediately downstream of the cooler.
I 56OMB-01 Configuration AA 2-5