10 Power Plant

10.1 Nacelle

The complete propulsion unit installed on an aircraft is called a power

plant. It consists basically of the bare engine and the components forming
the nacelle together with the engine. These components are the air inlet,
the fan cowls, the thrust reverser and the exhaust nozzle. They are brought
together with the engine during engine installation to the aircraft. The fan
cowl halves and the reverser halves are usually hinged to the engine pylon
and remain attached to the pylon during an engine removal. The air inlet is
attached to the front flange of the fan case. After engine removal it is
swapped from the removed engine to the replacement engine.

2 9
4

7
8
6

1
5
3

Fig. 10.1 Nacelle components and engine mounts of a V2500-A5. 1 Air Inlet, 2
Right Fan Cowl, 3 Left Fan Cowl, 4 Right Reverser Cowl, 5 Left Reverser Cowl,
6 Common Nozzle Assembly, 7 Fwd Engine Mount, 8 Aft Engine Mount, 9 Pylon
186 10 Power Plant

The exhaust nozzle is attached to the turbine frame of the engine and
can be swapped between the engines or is delivered with the replacement
engine. The fan cowls cover the fan case area of an engine and join the
core engine cowlings with its secondary airflow nozzle. On most engines
the thrust reverser is integrated in this structure. Thus this cowling is called
the reverser cowling or reverser structure. It is typically designed in two
halves. In Fig. 10.1 the nacelle components of a V2500-A5 are shown.

10.2 Bare Engine

The engine as delivered by the engine manufacturer is called the bare en-
gine. Before it can be installed it needs some additional hardware to be-
come a demountable engine (or dressed engine) for the installation to an
aircraft. The process that changes the bare engine into a demountable en-
gine is called power plant build-up. This build-up is usually done after the
test cell run of the freshly assembled engine at the location where the en-
gine shall be installed to the aircraft. Figure 10.2 shows a CFM56-5A as a
bare engine and as a dressed engine. During installation to the aircraft the
engine joins the other components necessary to become a power plant.
The following groups of components are added to an engine at different
stages to get a power plant:
• During power plant build-up (PPBU)
- Exhaust nozzle
- Components to connect the respective airframe systems to the engine
or to an accessory unit
- Engine mounts
• During installation to the aircraft
- Air inlet
- Cowlings

10.3 Power Plant Build-Up

The components installed during power plant build-up on an engine are

called the quick engine change components or QEC components. The term
QEC has its origin in the fact that a prepared replacement engine with in-
stalled QEC components can be installed very quickly after the removal of
the installed engine. No exchange of components between the two engines
 10.3 Power Plant Build-Up 187

Fig. 10.2 A CFM56-5A as a bare engine (left) and the fan case of a dressed
CFM56-5A with the harnesses and the starter duct (right) (
LTT)

is necessary during the engine change. The QEC components are mostly
not produced by the engine manufacturer. They are assorted to a kit that is
delivered by the airframe manufacturer or a third partner company. If an
engine type is usable for different aircraft types, different QEC kits are
available to prepare engines of this type for the respective aircraft type.
The QEC kit adapts the engine to the respective airframe system configu-
ration. The actual make-up of the QEC kit will usually depend on the type
of aircraft the engine will be used on. Typical engine types for a usage on
different aircraft types are the CF6-80C, GEnX and the PW4000. The QEC
kit may also be different for different engine positions on the same aircraft;
in particular if fuselage mounted engines are used.
The QEC kit is made of a collection of components and accessories such
as pumps, generators, wiring harnesses and fluid lines. In the engine pylon
the fluid lines, the electrical harnesses and the pneumatic duct are segre-
gated from each other by fireproof bulkheads. This segregation often con-
tinues on the engines. Thus all fluid lines are connected to the pylon on the
same side and the components not carrying fluids like pneumatic ducts and
electrical harnesses, are connected to the pylon on the other side.
The QEC kit mainly contains the components of the following airframe
and engine systems:
• Engine Mounts
• Inlet Anti Ice System
188 10 Power Plant

• Electrical Power Generation

• Pneumatic System
• Hydraulic System
• Fuel Supply System
• Fire Detection and Extinguishing System
• Mechanical Engine Controls (if applicable)
• Engine Fluid Drains

10.3.1 Engine Mounts

For the attachment of the engine to the pylon the engine is equipped with a
front and an aft engine mount. The engine mounts are the adaptors fitting
to their counterparts on the engine pylon. They are installed on the bearing
loads carrying engine cases. These are the compressor intermediate case
and the turbine frame. The mounts transfer side loads, vertical loads and
torque around the longitudinal engine axis. To make the path for the thrust
force into the pylon as short as possible, the front mount additionally trans-
fers the thrust force on most engines. Therefore the front mount is installed
on the intermediate case directly above the HPC case. Figures 10.3 and
10.4 show this design used on a CFM56-5A.
On some engine designs the thrust force is transferred via the aft engine
mount into the engine pylon. This requires the transfer of the thrust force
from the intermediate case to the aft mount by two thrust links. The reason

Aft Engine Mount Intermediate Case Forward Engine Mount

Fig. 10.3 The positions of forward and aft engine mount on a CFM56-5A installed
to the pylon. The thrust is transferred via the forward mount
 10.3 Power Plant Build-Up 189

Aft Engine Mount Intermediate Case Forward Engine Mount

Fig. 10.4 The engine mounts installed on a CFM56-5A (
LTT)

for this design can be a lack of space on top of the engine for the forward
mount or the design of the engine structure, as it is for the GE90. Due to
the large diameter of the GE 90 fan case, a higher pylon structure would be
necessary if the forward mount were attached to the fan hub frame above
the HPC case. In Fig. 10.5 the arrangement of the engine mounts together
with the thrust links is shown.

Forward Engine Mount Pylon Structure

Thrust Links (2 off) Aft Engine Mount

Fig. 10.5 Arrangement of the two engine mounts and the thrust links on a GE90
(
Boeing)
190 10 Power Plant

Because all forces transferred from the engine into the pylon are trans-
ferred via the engine mounts, these components are fail-safe designs. A
complete failure of an engine mount or the thrust transferring components
must be prevented because it would lead to the loss of the engine during
operation.

10.3.2 Inlet Anti Ice System

See Chapter 9 for details.

10.3.3 Electrical Power Generation

For the generation of electrical power an integrated drive generator (IDG)

or a variable frequency generator is installed with its wiring harness on the
engine. The IDG or generator is installed on the assigned installation pad
of the accessory gearbox. Some long range aircraft have two IDGs or gen-
erators on each engine. For the lubrication of the constant speed gear and
the cooling of its generator the IDG has a closed circuit oil system with an
external cooler. Air or fuel cooled coolers and installations with both types
are used. The oil lines connecting the IDG with its oil cooler also belong to
the IDG system and are installed during power plant build-up. For the elec-
trical connections to the airframe the IDG harness with the power lines and
the harness for the control system are installed on the engine case. The
location of the IDG and its harness on a V2500-A5 are shown in Fig. 10.6.
Accessory Gearbox
IDG Power Harness Integrated Drive
Generator

Fig. 10.6 An IDG installed on the gearbox pad of a V2500 (
LTT)

 10.3 Power Plant Build-Up 191

A variable frequency generator also has a drive gear. But it has no con-
stant speed function. In such a generator the oil is used for the lubrication
of the gear and, like in the IDG, for the cooling of the generator. Therefore
a variable frequency generator has an oil cooler as well.

10.3.4 Pneumatic System

The components of the aircraft pneumatic system, which are installed on

the engine, remain installed during an engine removal. The pneumatic duct
system on the engine is disconnected during the engine removal from the
aircraft duct system above the engine where the pressure regulating valve
is located. On the replacement engine all the components below this dis-
connect point are installed during power plant build-up.
The pneumatic system is connected to the high pressure compressor for
the bleed air supply of the system at two compressor stages. One connec-
tion is called the high pressure bleed connection and the other is called the
intermediate pressure bleed connection. The high pressure bleed connec-
tion is located on most engines at the rearmost HPC stage or at one of the
rearmost stages. During cruise the pneumatic system is supplied through
the intermediate pressure bleed connection. Thus it is located at an HPC
stage that delivers sufficient pressure into the system. At power settings
below cruise power the system is supplied through the high pressure bleed
connection. This compressor stage can deliver a supply pressure that is
high enough to keep the nominal system pressure even at idle.

Bleed Air to Aircraft

Pressure Regulating &
Shut-Off Valve
Open/Close Command
from Bleed Switch
High Pressure Shut-Off
Valve
Valve Regulators

Mating Duct High Pressure Duct

Intermediate Press.
Check Valve

Intermediate Pressure
Duct

Fig. 10.7 The bleed air connections on the HPC of a CFM56-5A

192 10 Power Plant

Mating Duct Pressure Regulating & Shut-

Off Valve

High Pressure Shut-Off

Valve

High Pressure Duct

Valve Regulator

Intermediate Press.
Check Valve
Intermediate Pressure
Duct

Fig. 10.8 The bleed air system on a CFM56-5A (
LTT)

On the CFM56-5A that is used as an example the pneumatic system is

connected to the 5th HPC stage (intermediate pressure) and the 9th HPC
stage (high pressure). Figure 10.7 shows the principle of the bleed air sys-
tem connected to the high pressure compressor. In Fig. 10.8 the compo-
nents of the bleed air system installed on a CFM56-5A are visible:
• High pressure duct (9th stage)
• Intermediate pressure duct (5th stage)
• High pressure shut-off valve
• Intermediate pressure check valve
• Mating duct segment
• Pressure regulating and shut-off valve
The two valves, the high pressure shut-off valve and the pressure regu-
lating and shut-off valve, are equipped with pneumatic regulators. The
high pressure shut-off valve controls the switching between the two air
sources stage 5 and stage 9. The pressure regulating and shut-off valve
controls the system pressure of the pneumatic system. It is also the shut-off
valve for the bleed air supply into the pneumatic system and is operated
via the engine bleed switch on the flight deck.
 10.3 Power Plant Build-Up 193

10.3.5 Hydraulic System

For the pressurization of the hydraulic systems of the aircraft one or two
hydraulic pumps are installed on the accessory gearbox. Each hydraulic
pump is connected to the airframe by three lines. Through the pump supply
line the hydraulic pump is supplied with hydraulic fluid from the reservoir
and through the pressure line the pump supplies the hydraulic system with
pressurized fluid. Because the hydraulic pumps are axial piston pumps,
hydraulic fluid leaks from the cylinders into the pump casing. This fluid is
drained from the pump housing through the case drain line and carries the
wear particles of the pump components. These particles are removed from
the fluid in the case drain filter before it returns to the hydraulic reservoir.
The case drain line is always the line with the smallest diameter of the
three hydraulic lines. The upper ends of the hydraulic lines are equipped
with quick disconnect couplings for the connection to the pylon. All these
lines are visible in Fig. 10.9.
The hydraulic pumps, the three hydraulic lines for each pump and often
the case drain filters are installed on the engine during power plant build-
up.

Hydraulic Lines

Fuel Supply Line

Fuel Return Line

Case Drain Filter

Hydraulic Pump on
Forward Side of
Accessory Gearbox
Fig. 10.9 Hydraulic system components and fuel lines on a CFM56-5A (
LTT)
194 10 Power Plant

10.3.6 Fuel Supply System

The fuel pump of the engine is installed on the accessory gearbox during
engine assembly. The fuel supply line of the fuel pump is installed during
power plant build-up. It connects the fuel pump to the fuel line connector
on the pylon after engine installation.
On engines that have a fuel return function, the fuel return line is also
added to the engine fuel system. Figure 10.9 shows both fuel lines installed
on a CFM56-5A.

10.3.7 Fire Detection and Extinguishing System

The fluid lines installed on an engine contain flammable fluids. If such a

fluid leaks out of a line or accessory component, there is a risk of fire in
the well vented space between the cowling and the engine case. This
would endanger the structural integrity of the nacelle and the pylon. To de-
tect a fire as soon as possible, detectors for the fire warning system are lo-
cated in the critical zones under the cowlings. If the accessory gearbox of
an engine is installed below the fan case, the accessory zone under the fan
cowling and the core engine/LPT zone under the core cowling are
equipped with fire detectors. On engines with core engine mounted gear-
boxes all lines and accessory components containing flammable fluids are
located under the core cowling. On these engines the fire warning detec-
tors are installed under the core cowling only.

Integrity Switch Core Element

(closed by Pressure)
Alarm/Fault
Signal

Power Supply Sensing Element (Tube)

Averaging Gas
Alarm Switch (normally open)
Responder Housing
Sensing Element (Loop B)

Support Tube

Sensing Element (Loop A)

Fig. 10.10 An electro-pneumatic fire detector with its responder and the installa-
tion on the support tube (
LTT)
 10.3 Power Plant Build-Up 195

For the detection of an overheat condition created by leaking hot air

from an engine case or duct, overheat detectors are installed. This can be
the nacelle temperature sensor or the fire detector itself.
Detectors of two different types are used on turbine engines. One is the
electro-pneumatic type, the other is the thermistor type. On most aircraft
types the customer can select the fire warning system from the two types
offered. The detectors are connected to their control unit, the fire detection
unit, with an electrical harness. This control unit creates the fire warning
for the flight deck when the air temperature around the fire detectors ex-
ceeds a set limit.
An electro-pneumatic detector element consists of a tube that contains
an inert gas and gas emitting core, and has a responder on one end. The re-
sponder contains the pressure switches for sensing fire and integrity. In
some systems the responder contains a second alarm switch for the detect-
ing of an overheat condition. This switch closes at a lower temperature
level than the fire warning switch.
The inert gas in a sensing element expands as a function of average gas
temperature. The gas emitting core expels gas due to high localized tem-
peratures. Both actions cause an increase in pressure in the element, which
causes an alarm pressure switch in the responder to close, activating an
alarm signal. Both actions are completely reversible as the temperature de-
creases. Then the pressure decreases, and the alarm switch deactivates.
Responder

Sensing Element
on Support Tube

Accessory
FWD Gearbox
Fig. 10.11 Fire detector installation at the accessory units of a CFM56-5A
(
LTT)
196 10 Power Plant

When a sensing element is damaged allowing the inert gas to leak, the
integrity pressure switch opens, activating a fault signal. The pressure
switches provide alarm and integrity signals to the appropriate detector
control unit.
Figure 10.10 shows the principle of an electro-pneumatic detector ele-
ment. In Fig. 10.11 the detector installation at the accessory units of a
CFM56-5A is shown. The responder of one detector loop is visible. The
fire detection system of this engine uses detectors at three locations. Addi-
tionally to the shown installation detectors are installed at the front flange
of the LPT case and in the pylon structure above the forward engine
mount.
A detector of the thermistor type is a temperature-dependent resistor
(thermistor), whose resistance decreases as temperature increases. Each
detector is a coaxial design, with the resistive material located between the
inner and outer conductors. Or it is designed as a two-wire design with the
two wires in the detector tube and the resistance between the two wires is
sensed. An overheat warning or a fire warning is created if the resistance
of the detector has dropped below a certain level.
The fire detection system is designed as a dual loop system. Thus two
detector elements, one for each loop, are installed at each location.
Because the detector tubes of both detector types are very thin, they are
installed with clamps on support tubes. Figure 10.12 shows the detector of
a CFM56-7B.
Thermistor Insulation Detector Wire +

Support Tube

Ground

Pin Receptacle

Detector Elements

Socket Receptacle

Fig. 10.12 A fire detector of the thermistor type installed on the support tube. The
detector tube contains the two wires of the detector (
Boeing)
 10.3 Power Plant Build-Up 197

To extinguish an engine fire a gaseous extinguishing agent is used. Two

bottles with this agent are installed in the engine pylon. After the release of
the agent by the pilot it flows through tubes into the space under the cowl-
ings and extinguishes the fire. The extinguishing tubes are often installed
in the pylon only. On some engines extensions of these tubes are installed
on the engine cases.

10.3.8 Mechanical Engine Controls

On engines with mechanical engine controls the control cables from the
disconnect point at the engine pylon to the levers on the FCU are installed
on the engine. These push-pull cables are mounted to the engine case with
several clamps. The connection to the FCU levers is accomplished with
fork ends or with rack and pinion drives.

10.3.9 Sensors and Harnesses

The electrical components located on the engine must be connected to the

pylon receptacles. For this purpose the harnesses are installed on the en-
gine during power plant build-up. On some engine types additional sensors
for the engine condition monitoring are installed as well.
On FADEC engines most components are connected via FADEC har-
nesses to the FADEC computer or to the airframe circuits. Dependent on
the engine type some additional harnesses may be necessary for the fire
detectors and other functions not covered by the FADEC system.

10.3.10 Engine Fluid Drains

Where it is very likely that a flammable fluid can leak out of a component
or line, the fluid must be drained away from the engine case and out of the
engine cowling to prevent the build-up of a flammable fluid-air mixture in
the cavity under the cowling. The flammable fluids present in the compo-
nents on the engine are generally fuel, engine oil, hydraulic fluid and the
oil of the generator system. The leaking fluids are drained through thin
stainless steel tubes to an overboard drain mast located in the 6 o’clock
position of the engine.
Typical areas where components may leak are the drive shaft seals of
the gearbox-mounted units and the piston seals of fuel driven actuators.
Thus drain lines run from the gearbox mounting pads and from the actua-
tors on the engine to the drain mast.
198 10 Power Plant

It may also be possible that rainwater can accumulate in cavities of the

nacelle and the engine pylon. To prevent this, these areas are also drained
and some of these drain lines are also routed to the drain mast.
In very simple drain system designs the fluids from all drain lines can
run through the drain mast overboard over the whole engine operating
time- in-flight as well as on the ground.
More sophisticated systems provide drain tanks (or holding tanks) to
catch the drained fluids while the aircraft is on the ground. The holding
tanks are drained during the next flight by ram air pressure via the drain
mast. Such a design prevents slippery puddles under parked aircraft.