rae 10 section 5-2 pare Rev, 3/27/58 Paya aea state ‘BENDIX DIRECT PURL IKIECTTON SERERAL, The Bendix direct fuel injection consists of three Major sections; namely, the uaster ‘control, two fuel injection pumps, and 18 individual cylinder head discharge nozziés. ‘the master control 1 very sintiar to the Strom- derg PR" series injection carburetors; the in- portant difference being that the metered fuel from the fuel control unit is piped directly to the injection pumps instead of to the usual single Gisebarge nozele or discharge bar. ‘the injection pumps, which my be considered merely as Gistrimutors, accurately divide the Yotal quantity of fuel delivered by the master ‘control into equal parts, and deliver the equally Givided parts to the engine cylinders at high pressure, through discharge nozzles screved into the eylinder head: ‘The discharge noztles, one in each cylinder head, ‘through high-pressure, stainless steel injection lines. The path of the 18 injection lines to each of the cylinders is primarily inside the engine, except ih the vicinity of the nozzles, and for a rela tively short distance frou the front of the super- charger rear front housing, where the lines are external. Rozeles open when the pressure in the injection Tines is great enough £0 overcoue the force of the norsle spring (500 Far), and spray fel into the engine cylinders diring the intake strokes. ‘The driving wechanisa of each puap 1s lubricated by engine oil, at O11 pump pressure, fed through a channel in the mounting flange. “The oll flows through the lover driving mechanisa and @rains back through the bearings into the engine oil sump. ‘Vapor ip eliminated from each puap through a vent float and valve system in a housing in the top of the pump. ‘Toe float is held in place within a cage, which allovs the float to move up and down as the fuel level in the puxp rises and falls. Inasmuch as this system 1s a dual pump instel- lation, Jt 18 very important thet the tvo pumps be synchronized as to the position of the by-pass ‘control plates which control the output position of the by-pases. For this reason, there is an ‘external lever om each pump whieh, in conjunction ‘ith the pump control diaphrage, controls the Po- sition of the by-pass control plates. levers are connected through a Link rod whi: when properly adjusted, synchronizes these tvo external levers and,in turn, the position of the ty-pase control plates. MASTER CONTROL, description and principles of eee ‘the Stromberg PR-5882 master control is attached to the regular engine carburetor mounting flange. The ‘master control incorporates a fuel head power en- Tichment valve, constant head idle spring, rotary [ale valve, a manual mixtare control providing for “DLR CUT-OFF", and an automatic mixture control unit combining’a temperature compensator and an altitude control. ‘The main venturi foras a restriction in the air Sassage and is fo shaped that when the air speed Ye increased there 1s 2 drop of Pressure at the ‘venturi throat. The more the throttle is opened the lower this pressure becomes, thus providing ‘an accurate measure of incoming air. ‘he boost venturi is placed in the airstream so comes at the smallest restriction in the main venturl, or at the throat. By using ‘the double venturi system in this mamer the deasure of entering air becomes more accurate. A boost venturi has two purposes: to increase the air metering differential and to measure the amount of air floving to the engine. | E1gnt_impact, ruber are spaced around the ain venturi rect a sampling of impact air Ynrough the automatic mixture control and alti tude conpensator needles to "A" chanber. These fubes are large enoagh and s0 spaced that they will give an adequate and accurate sompling of ‘he Incoming scoop air pressure. At set aiti- Gade this pressure varies but sitghtiy vith changing air speeds. n ator 1s one means of setting up or Shenging fuel pressure in the carburetor. The Strosberg injection hes a differential regulator housing to the rear of the supercharger vhich is disphragm operated. 7A" chamber is inpact pressure, which renains phaetheahiy constant. Stone wititude, Tesardiess of RPK. ‘p* chamber 16 boost venturi throat pressure ae je valves are opened And the air speeds up through the throttie body. netering ae 1e - the tuo pressures *A" ond "Bt are separated by a diaphraga. In opposing one another they catise this aiaphraga to move. ‘tims forming the First section of pressure reg- water. OPERATION ‘Air entering the carburetor at the air intake Passes downward through the sain venturi plates and boost venturi tubes, Past the controlling throttle valves into the supercharger. The boost venturi tubes, in conjunction with the main ven- furl plates, create a suction, vhich is trans- mitted fromthe throst of the boost venturi tubes to chamber Bin the regulator. A portion of the air entering the alr intake flovs into the impact ‘tubes and then through an internal channel, past the automatic mixture control needles and temp- erature compensator, where its flov is restricted. ‘The flow, thus restricted, is tered "regulated iupact pressure." ‘The regulated impact Pressure ie transmitted to chamber A in the regulator and is greater than the ventur! suction in chamber B. ‘This pressure differential between chambers A and B, acting on the air disphragn between these 2 chanbers, produces a force to the right, tendingAIRPLANE FLIGHT MANDAL pce section 5-2 DCB wm to open the poppet valve. This force, termed the “air metering force,” increases or decreases as the throttle valves are opened or closed to per- ait more or less alr to flow through the throttle units Fuel enters the regulator at the fuel inlet and through the fuel strainer into chamber E The pressure of the fuel in this chamber 18 deliverea by the fuel punp and is the highest pressure in the carburetor, Puel vapor of air is eliminated from chanber E by the action of the vapor separator. The valve of the Separator opens when vapor or air accumilates in ehanber E and allovs the vapor or air to escape ‘through a line to the fuel tank. An identical system 4s used to vent the unnetered fuel chamber Du. These 2 venting systems are connected by an Anternal channel. Prom chanber B, the liquid fuel flovs past the poppet valve into chamber D of the regulator. The pressure of the fuel in chamber D is lovered pressure because of the restriction of the poppet Valve. The fuel at thig reduced pressure is terned “umetered fuel.” ‘As the fuel flows from chanber D of the regulator, At passes through an internal channel into the fuel control unit, flows past the idle valve, and then through the aetering Jets. After passing through the Jets, the fuel pressure is further re- auced, Fuel at this pressure 1s termed "netered fuel.* A portion of the netered fuel flows through another internal channe! to chanber C in the reg- Ulator. This results in a pressure differentia! between chambers C and D acting on the fuel dia Dhragn to create a force to the left, tending to Close the poppet valve, This force is termed the "fuel wetering fore.” ‘The air metering force (pressure in chanber A minus pressure in chamber B) acting upon the large air diaphragn together with the assistance of the constant head Idie spring creates a force which shifte the diaphragn to the right and opens the poppet valve. As the opening of the poppet valve Increases, the pressure of the unnetered fuel in chanber D'increases, permitting nore fuel to flow Through the jets of the fuel control unit. This results in an inereased fuel metering force (pres- sure in chamber D minus pressure in chamber C). ‘The fuel metering force is regulated by and is ‘equal to the air metering force except in the idle ange. ‘The constant head idie spring, located in the poppet valve shaft in the regulator, holds the opet valve open in the idle range (the air Retering force in the 1d)ing range 1s not great enough to open the poppet valve sufficientiy). ‘This cases the fuel metering force to be slightly higher than the alr actering force, thereby fur- nlthing the desired mixture enrichwent in the Tale range. ‘Phe metered fuel in the fuel control unit flows upvara through the manual mixture control plates ‘and through external fuel transfer lines to the Tuel injection puaps Sate tt When the alnplane 1s cruising and the mixture con- trol in the flight compartment 1s in the AUTO- UBAN position, the fuel flov 1s limited by the size of the auto-lean Jet, which ts selected to give maximun fuel economy. “Additional fuel for "nigner power" can be added by moving the manual mixture coatrol to the AUTO RICH position, whereupon fuel also flowe through the auto-rich Jet. A dtaphragn-operated pover enrichment valve is incorporated in the fuel contro] unit for ta) off and all high pover operation, when the force of the unetered fuel prescure on ghe enrichnent, valve diaphraga 12 sufficient to overcone the combined foree of the metered fuel pressure and the ehrichment valve spring, the valve opens and allows additional fuel to fiow through the open valve. The pover enrichnent Jot is larger than the auto-rich Jet; therefore, a richer mixture will be obtained whenever the enrichent valve is open. When the pover enrichment valve is wide open, the metering of the fue) is accon- plisnea by the AUTO IAN, AUFO RICH, and POWER ENRICHMENT Jets. Pover enrichnent usually starts at about 70% of Power. Though an engine would develop nore power if the fuel and air mixture vere kept at a Yean cruising ratio, in the pover range it would overheat and coon start detonating. To prevent Ganaging the engine in this manner a rich mix- ture 1s introduced into the combustion chamber. ‘The enrichnent valve automatically opens to com: pensate for the added fuel needed in the higher Dover range. This valve is operated by pressure ditferentiai, ‘The power enrichment delay restriction functions che aisture contro! ts Going moved tron he auto rich to the auto lean setting. A drilled Passage in the clover leaf nates with the auto Fioh channe) as the clover leaf is rotated to- Wards auto lean, thereby allowing restricted wn- tered fuel to enter the metered fuel side. This additional fuel aids in evading operation at Best Power and/or Chenically Correct Power. SUNMARIZATION OF PRINCIPLES OF OPERATION OF mR COME Opening the throttle allovs more air to enter the master control, and since the venturi is, fixed size the only way more air can enter ts for it to speed up. The design and position of the boost ventur! causes the air to pass more rapidly through the main venturi. This causes 2 distinct low pressure at the throat of the Dost venturi. This area 1s connected to cham- der "Br go that when the pressure is decreased the diaphragm will move to the right causing the poppet valve to open more. This allows a larger Supply of fuel to enter the injection pups which distribute 1t evenly to the cylinders where fuel is mixed vith the air to maintain a eonstant and desirable mixture. Closing the throttle valves restricts the flow of air toPale 2 mecrion 5-2 AIRPLANE FLIGHT MANUAL ware 5/1/55 wat DC-/B: a Ghee stat | tthe engine, This slover air speed passing through the venturi snereases the throat pressure of the doost, venturi-ubich in turn slightly inereases the presoure in chamber "B", with this greater pres~ Eure in chamber "B", the poppet valve closes Sligntiy,- chamber "A" pressure reaains unchanged, so A" ="B" 4s less than before. Due to the fuel Injection punpe regulation, chamber "Cc" rensine constant, but due to the poppet valve partially closing, chanber "D" pressure drops off slightly. Shanber "D" pressure decreases as much as "5" preseure increases. The entire carburetor oper ation 1s based on the formula A -B=D -C. Since A-BsD -C the balance would be unset. Baste- | aily: a, A, C and E peaain constant pressure. ‘aed. Bivises slightly in pressure as the airflow decreases. ec, D pressure lovers as mich as B rises. RUEL INJECTION PUNPS; principles of operation. Metered fuel from the fuel contro! unit of the aster control 15 piped directly to each of the two direct fuel injection pumps. A typate control sleeve and nine individual by Sarr eScesol piatess head and position the nite PasteigunT bypaae eleeves. "ach one of the nin satay eaestePaperater inside of one of these Sa eee reae ine’ ansun of fuel delivered by Beviungers fc, tnenetore, controited oy che rae PianSSrhe'sieeves e's unie, nich varies Bes‘ eevveeiveSengte of plunger stnoxer The ree tte fave aconatent Lengin stroke, at con RranECGTay the youbie piate contour, nitie the Weprectine Leuatht of plunger stroke ie con foiled ty thetpenttign fate bypass slezves. tina Setnsection” of the piungers. is a HPht thotch predetermined in the design of See’ njection tux, Fuel in the lov pressure chamber of the in- jection pump enters into the open ports of the Plungers when these plungers are in the retracted Position. As the plungers are moved on their in- Etvidual compreseion ctrokes by the action of the Wobble plate, the left hand port in a plunger ‘s Closed by the bypass sleeve, at which tine the Sctual pumping operation begins. It should be noted that the bypasses are held stationary in Felation to the movenent of the plungers except Sihen their position 1s changed by the action of the bypass control sleeve and plates for a change in throttle setting. As the plunger moves to the right, sufficlent Pressure is butlt Up to overcome the force of the cheek vaive spring (210 PST), the check valve opens, allowing fuel to"Plow’ into the injection Tine, “Pureher upward movenent of the plunger creates a fuel pressure in the injection lines to produce the 500 Psi hydraulic pressure required 20 open the cylinder head dtecharge nozzle and spray fuel into the engine combustion chamber during the intake stroke. The pumping action continues until the right-hand Port’ in the plunger 1s opened by the annulus and Port in the bushing. The high pressure fuel then escapes back into the low pressure area in the punp body. ‘This relieves the pressure on the Check valve, and the valve closes, stopping the flow of fuel to the engine, Fuel is thus trapped in the injection line, preventing the line from being evacuated at the next stroke of the plunger. ‘The point at which the right hand port in the plunger 4s opened by the annulus and port in the Plunger bushing 1s termed the "End of Injection” Gnd fs a fixed, predetermined position. ‘The position of the bypasses on the plungers de- termines the length of the effective plunger stroke, the Length of the effective stroke In. creasing as the bypass sleeves are noved farther to the left on the Mlungers tovard the pump wobble plate, ‘The position of the bypasses ts Controlled by means of the bypass control sleeve and plates which hold then in the same relative position on the plungers.. The bypass control Sleeve 1s connected by the control sten to the punp control diaphraga. Metered fuel pressure Yerappiied to one side of this contro) diaphragm, ana boost venturi suction is applied to the otner Side. The resulting force (metered fuel pressure inus boost ventur! suction) overcomes the fore of the bypass control spring, which tends, to move the bypass sleeves into the “Idle Cut-Off" poss- tion, and properly locates the bypasses so that the plungers will punp the total volune of fuel delivered by the master control. ks the air-flow and fue1-fiow through the master Control increases (throttle opened wider), the metered fuel pressure in the pump decones greater ana the pressure differential between the tuo chanbers in the PUxp control housing increases. This increased pressure differential on the Pump Control diaphragn compresses the bypass control spring, causing the bypass control sleeve and Plates to move the bypasses to the left, thereby Increasing the length of the effective plunger Pumping stroke. As the atr-flow and fuel-flov decreases (throttle oved towards the closed potition) the pressure Gifrerenttal decreases; the bypass control spring then moves the bypasses upward, shortening the Length of the effective plunge? pumping stroke. nen the manual mixture control lever is placed in the "IDLE CUT-OFF” position, the fuel flow to the injection puap ceases, reducing the fuel pressure on the puap control diaphrags. The by- Pass. control spring then moves bypasses to a Position euch that, even though the plungers are Eraveling their full stroke, the left hand ports in the piungers will never be covered unti! the Fight hand ports are uncovered. ‘Therefore, fuel pressure will not be increased sufficiently to Bpen the check valves, and no fuel vill be de- Iivered to the engine. A similar action will occur if the fuel supply {ts exhausted from the fuel tanks while the alr- plane 1s in flight; ‘that ts, the bypasses will be moved to the "IDLE CUT-OFF" position, stop the fuel flow to the engine, and leave the pump poaies full of fuel. ‘Then, if the punps arepumps will provide the necessary lubrication. ‘THE PUL ENRICHMENT SuITCHES, on the aft over- awiteh panel, provide # means of opening the poppet valve in the master control, supply- ing a fixed amount of fuel enrichnent in pounds Independent of altitude, airspeed and texpera- ture, wiienever the air netering control will not any longer meter correctly due to impact ‘tube teing. ‘A fuel enrichment solenoid valve, installed on ‘he accelerating pump mounting boss, 1s connec ted by flexible lines to the balance chamber frent body and the fuel pressure indicator out- Let. two restrictions are installed in the bal~ ‘ance chamber, one between D chamber and the fuel pressure indicator outlet, and one between the balance chamber and D chamber. EXHAUST SYSTEM ch nacelle has three groups of exhaust stack ana ball joints; each group of sx oylindere. ex- hauste into one of three pover recovery turbines. Viewing the engine from the aft end, fi.furpine is located at 5 ovclock, #2 ab 7 o'clock aid #3 at Di olelock. The exhaust stacks, support claspe and flexibie jointe are interchangeable between any of the three turbine positions. cylinders Hs 3s be age ane Gpemaust into fi turbine Cylinders #io, 11, 12, 13, 14 and 15 exhaust into #2 turbine, and cylinders #16, 17, 18, 1, 2. and 3 exhaust inte #3 turbine. NOTE: The turbine flight hood clamp bolts {evo for each hood) should be only finger thght. Bach turbine 1s gupp!ied exhaust gases from six eylinders, e ree rear, The gases are directed into the turbine wheel by a fixed nozzle having 15 stator vanes divided into three 120-degree intet sectors. ‘Thus, there 1s JEASTERN AIR LINES SS AIRPLANE FLIGHT MANUAL 0C-7BE mm > “ pate 3/1/55 aa eel atet ly] fone inlet sector or dischargs for each st. anesed pipe. the stator vanes direct the gas in- to the turbine vheel at the optinun angle, and all three turbines turn clockwise when Viewed from their outer end. ‘Their speed is proportional to engine crankshaft RPM, and the turbine drive gear ‘train hag an overall ratio of 6.52:1. Consequent~ ly, the turbine maximun RPM ts only 19,000, dur- sng take-off. nae ‘To prevent damaging effects from the high tenpera~ tures of the exhaust gases, cooling air is draun from a duct on top of cylinders #3, 9 and 15 and ‘eonducted into the turbine assemblies. A tabe and Guct assembly delivers the air between the nozzle Support and the cooling air shield. An impeller is provided to force the cool air through the aceenbly and discharge 1t, together with the ex- haust gases, fron the outer shield outlet. The cooling air is sealed under the turbine wheel by a Yatyrinth type seal facing the underside of the impeller. The seal prevents exhaust gases and cooling air from mixing until they are discharged from the outer shield. Oi1 from the turbine drive shaft 1s kept from entering the cooling air strean dy the bellovs-loaded seal which Is a Eight fit in ‘the nozzle support. A vibration danper assembly, consisting of spring- loaded plates and discs, assists in danpening 1at- eral vibrations within the turbine systen. A hollow shaft, splined to the turbine wheel, Passes thru a support clamped to an adapter on the Supercharger front housing. A coupling, splined at each end, connects this hollow turbine shaft to fhe tranimission system inside the supercharger front housing, the main coxponent of which is the fluté coupling. Pos, gowLinE shatt, ooated inside the sypersharser SUSINg adapter, has a bevel gear at its lower end which meshes with a larger bevel gear connected by a drive thaft to the fluid coupling Impeller, The fluld coupling rear half (runner) tsrae secTION 5-2 oare 3/1/55, Bren ula ‘connected by & splined shaft to a pinion which meshes with the crankshaft drive gear coupled to The engine erankehart. Since ol! fills the fluid coupling, the Power developed by the turbine is transmitted to the crankshaft thru the fluid drive as the runner follows the impeller, with a normal ‘slippage of one to two per cent. Slippage 4s advantageous in that the intermittent exhaust pulses impinging on the turbine buckets fend to set UD torsional (twisting) vibrations in the turbine drive system. The fluid couplings tend $o absorb this vibration and prevent it from being transmitted to the crankshaft. At the same time, couplings prevent crankshaft vibrations from being transmitted to the turbines, and help absorb the inertia loads during changes in speed. #3_Turbine___» S&S ao Gen, Blast Tube Blast Tube Shut-Off Valve Tit three turbines operate thru identical fala drive meshantns, on che Same erankahagt drive ars when engine ie shut’ dom, O41 gradually Graine from couplings, and they are momentarily Gisconnected on a cold engine start untit engine Gil pressure ‘0 obésined. (GENERATOR AND ENGINE SHOCK MOUNT COOLING Gold air for cooling the generator and the aft side Se engine mounts is obtained thru a small air scoop which extends thru the top of oi] cooler forward weiSing inte the air passage for ot] cooler. Arr ts Seliveted thru a blest tape to generator. There is aive installed in thie blast tube, st fn conjunction with other emergency atvoff daivers The cooling jets for aft ne mounts are suppiced vith sir from Jodtrator Gost tube taken dewmstrean from the Shutoff vaive: closing the shut-off valve Wilk therefore step thie aifflow. Me engine shock fount cooling systen for the forvard side. of Mints te -an independent sysfens and eines t te Tonuara of the ianer ring in Zone 1, Ro. gnut-off fsproviged for cooling air. This cold air for the engine shock mounts is taken from top of oylin~ fers 3, 11 and-37- Turbine Heat Shield ( Typical) #1 Burbine Power Plant Dynafucal Cooling Systema & 5 a 5 3 3 & a g 3 & g a a B a z & g B Schematic Diagram of Bendix Direct Fu: