ENGINE INDICATION

SYSTEMS
 Engine Indication Systems
 Engine systems are continually monitored within the cockpit.

 Typical systems that are monitored are:

 Oil Pressure – Indicated on a gauge in the cockpit. Low / High oil pressure
is indicated by a light on the cockpit warning panel.

 Oil Temperature – Indicated by a gauge in the cockpit. High oil temp

indicated by a light on the cockpit warning panel.

 PTIT – Power Turbine Inlet Temperature – Indicated by a gauge in the

cockpit.

 NH / NG – Indicated on a gauge in the cockpit.

 NF – Indicated on a gauge in the cockpit

Any Questions?
ENGINE FUEL CONTROL
 Fuel Control System
 The power output of a gas turbine engine is
determined by the amount of fuel flowing to
the combustion chamber, which in turn varies
the engine speed, mass airflow, thrust / SHP.

 CONTROL of a gas turbine engine is

accomplished by controlling the fuel flow to
the combustion chamber via a fuel metering
valve either manually or automatically.
 Fuel Control Fundamentals
 Fuel control system of a turbo shaft engine must:

 Automatically maintain a constant FPT speed in all

attitudes of flight and power settings

 Ensure fuel is fed into the combustion chamber in a state

that it burns readily and completely

 Ensure the pilot has complete control of engine power at

all times
 Prevent damage to the engine by overspeeding and
excessive temperatures
 Fuel Control Fundamentals
 Two main methods of varying fuel flow to the
burners:

 Pump output is adjusted in response to:

 Throttle Movement
 Air Temperature and Pressure Variations
 Rapid acceleration & deceleration

 Pump output depends solely on its speed of rotation

 Fuel Control Fundamentals
 Three Types of Fuel Control System:

 Mechanical Control
 Direct mechanical linkage to the engine

 Hydro-mechanical Control
 Fuel and/or Air is used as a hydraulic fluid to transmit
control impulses

 Electronic Control (FADEC)

 Computerised electronic control
Fuel Control Fundamentals
 Fuel Control Fundamentals
LP Cock
 isolate the airframe
fuel system from the
engine fuel system

HP Cock / Shut off

Valve
 isolates the engine
fuel system from the
burners
 Fuel Control Fundamentals
Engine Protection Protection Devices include:
Devices
 Max engine speed
limiting
 Prevent damage to
the engine by  Max temperature
overspeeding and limiting
excessive temperature
 Acceleration Control

 Max Rotor speed limiting

 Fuel Control Fundamentals
Fuel Burners 2 main types of burner:

 Atomise or vapourise  Atomiser

the fuel to ensure
rapid burning  Vapouriser

 Convert pressure
energy into kinetic
energy
 Fuel Control Fundamentals
Atomiser

 Fuel is forced through

tangential holes creating
a swirl

 Primary combustion air

helps prevent carbon
build up and assists
atomisation
 Fuel Control Fundamentals
Air Spray Atomiser

 Improved version of the

atomiser.

 Primary combustion air

improves burn
efficiency and reduces
carbon build up and
exhaust smoke.
 Fuel Control Fundamentals
Vapouriser

 Simple lightweight L
or T shaped tubular
structures attached to
the front of the flame
tube.

 Fuel is sprayed from

feed tubes into the
vapouriser.
 Fuel Control Fundamentals
Vapouriser

 Primary air is also fed

into the vapouriser
where it mixes with the
fuel.

 Start nozzles and igniter

plugs or torch igniters
preheat the vapouriser
initiating combustion
Electro-Mechanical / Hydro-Mechanical
Control
 Hydro-Mechanical Control
Fuel Pump Acceleration Control Unit
 Spur gear pump  Limits the amount of fuel to
the throttle control valve in
 Delivers the fuel to the fuel order prevent overfuelling
control system
 Acceleration fuel flow rate is
 Pump output is directly directly related to the Engine
related to the gas generator pressure ratio.
speed.

 Pump output is higher than

required.
 Hydro-Mechanical Control
Throttle Control Valve Gas Generator (NH)
Acts as: Governor
 HP Cock
 Metering Valve
 Maintains the gas generator
 Sequencing valve speed at a datum set by the
 Pressurising valve
pilot, thus supplying the
 Delivers fuel to the torch igniter fuel
required gas flow to the
nozzles for starting. turbines.
 Pressuring valve prevents fuel flow to
the vapourising nozzles until fuel
 Acceleration fuel flow rate
pressure overcomes the spring pressure. is directly related to the
Engine pressure ratio.
 Metering valve delivers the required
amount of fuel to the burners and
vapourising nozzles
 Hydro-Mechanical Control
 As FPT speed increases, signal to
Free Power Turbine NH governor reduces, thus fuel
Governor (FTG) delivery reduces until the datum
speed is restored.

 Maintains the speed (NF) of the free  As NF increases…..What

power turbine (FPT) at the datum happens?
set by the pilot.

 As NF reduces:

 FTG sends a signal (air pressure) to

the NH Governor demanding more
fuel.

 NH Governor reduces the spill of fuel

from the ACU thus delivering more
fuel to the burners.
 Electro-Mechanical Control
Protection Control Unit
 Prevents overtemping on startup.

 Power Turbine Inlet Temperature

(PTIT / T6) limits the power from
the engines.

 PCU sends a signal to the ACU.

ACU spills fuel to return thus
reducing fuel flow to the engine.
FADEC Control
 Modern engines use closed loop
control systems.

 In the closed loop control system the

controlled variable, for example
engine RPM, is measured and
compared with the desired RPM set
by the pilot.

 Any RPM error is sensed by the

comparator and the fuel flow
adjusted until the desired RPM is
achieved.

 Any change in ambient conditions

will produce an RPM error, which
will be sensed by the comparator
and the fuel flow adjusted.
 FADEC Control
 A FADEC system consists of an
airframe mounted digital
computer known as the
Electronic Engine Control Unit
(EECU).

 Each engine is controlled by its

own EECU which has no
manual reversion capability.

 The EECU has two (duplex)

control channels (A and B). One
channel is `in control’ (the
master channel) whilst the
other is in 'hot stand-by’.
 FADEC Control
 A cockpit switch allows the pilot to
select the master channel. In the event
of a control channel failure, the EECU
will automatically change the channel
being used.

 The cockpit channel indicator will also

show the change.
 FADEC Control
 The EECU provides complete Operation:
control of the engine
including management of the  During start operations, the EECU
hydromechanical fuel system, will control the Fuel Shut-Off
IGV / VSV, Nf, torque Valve (FSOV), Start &
Pressurising Valve, Starter
matching, overspeed
Pressure Regulating Shut-Off
protection and failure Valve, Fuel Metering Valve and
detection and management. the HEIU.

 A Collective Pitch Resolver  Throughout the flight envelope,

provides collective pitch the EECU will also have control of
position to the EECU in order the IGV/VSV actuator, which will
to anticipate the engine be actuated in response to Ng and
T1 changes and the ABV which
power required. will be actuated in response to
engine speed changes.
 FADEC Control
 The EECU will control the power  The EECU adjusts the position of
output of the engine in order to the fuel metering valve in order
maintain the Nr datum. to keep the free power turbine at
a constant speed.
 To achieve this, the EECU monitors
the following engine systems:
 The fuel metering valve is
 Tq Torque. controlled by a duplex stepper
 Ng Speed of the gas generator. motor which supplies the EECU
 Nf Free power turbine speed. with a positional feedback signal.
 TIT HP turbine inlet temperature.
 T1 Air inlet temperature.  The EECU contains an overspeed
 P3 Compressor outlet air pressure. protection channel which
 IGV/VSV position. automatically operates the FSOV
 Air Bleed Valve (ABV) position to shut the engine down in the
 Fuel Metering Valve (throttle)
event of an Ng or Nf overspeed.
position.
 Anti-Icing Valve position.
Any Questions?
LUBRICATION & COOLING
All lubrication systems have four sub-systems:

 a. Supply –
 Supplies oil from the oil tank to the pressure pump.

 b. Pressure –
 Supplies oil to the bearing chambers and areas requiring
lubrication.

 c. Scavenge –
 Returns oil to the oil tank from the bearing chambers and
areas requiring lubrication.

 d. Vent –
 Vents air from the scavenge system to atmosphere.
 Types of Lubrication System
 There are two common types of re-circulatory
lubrication system:

 a. Pressure Relief Valve System.

 b. Full Flow System.

 Pressure Relief Valve System
 Used in engines which have a relatively low bearing chamber pressure
which does not increase significantly with engine speed.

 The oil flow to the bearing chambers is controlled by limiting the pressure
in the pressure system through the use of a Pressure Relief Valve (PRV).

 When the design value is exceeded, the PRV allows surplus oil to be
returned from the pressure pump outlet back to the oil tank, or pressure
pump inlet.

 Advance warning of a blocked filter is indicated in the cockpit by a pressure

switch

 Additional sensors may be used to give cockpit cautions / warnings, for

example electrical magnetic plug, oil temperature sensors and oil pressure
transmitters.
FULL FLOW LUBRICATION SYSTEM
 Used in engines which have high bearing chamber pressures

 The Full Flow System achieves the desired oil flow rates throughout
the complete engine speed range

 Pump delivery pressure is supplied directly to the bearing chambers.

 The size of the pressure pump is determined by the flow required at

maximum engine speed.

 The advantage of this system is that it allows smaller pressure and

scavenges pumps to be used

 To limit the maximum system pressure, a pressure relief / regulator

valve is incorporated into the pressure system.
 Lubrication System Components
Oil Tank

 Contains the supply of oil

for the engine.

 The oil tanks are gravity

filled with the oil level
being checked via a sight
glass or oil level indicator.

 The oil filler point may

incorporate a course
strainer.
 Lubrication System Components
Oil Pumps

 The pressure and scavenge oil pumps

are driven by a common drive shaft
from the accessory gearbox.

 Pressure pumps are located in the

pressure system

 supply oil to the bearing chambers

and areas requiring lubrication.

 Scavenge pumps are located in the

scavenge system

 return oil from the bearing chambers

and areas requiring lubrication back to
the oil tank.
 Lubrication System Components
 The pumping capacity of the
scavenge pumps will always
be greater than the pressure
pump.

 This allows for the volume

increase of the scavenge oil
caused by temperature
expansion and the air which
is returned with the oil.

 They also ensure that there is

always a supply of oil in the
tank for the pressure pump.
 Lubrication System Components
The basic construction and
principle of operation of a
gerotor oil pump
 Consists of an inner and outer
gerotor.

 The inner and outer gerotors have

fixed centres eccentric to each other.

 The inner gerotor has one tooth less

(eight) than the outer gerotor (nine).

 The inner gerotor drives the outer

gerotor at a slower speed.
 Lubrication System Components
 The volume of the missing tooth
multiplied by the volume of driven
teeth equals the volume of the oil
pumped per revolution.

 During the initial 180º of revolution,

the enlarging chamber is exposed to
the inlet port, creating a partial
vacuum into which the oil flows.

 During the remaining 180º of

revolution, the chamber reduces in
volume, with the meshing teeth
forcing the oil into the outlet port
under pressure.
 Lubrication System Components
The basic construction and
principle of operation of a spur
gear oil pump
 Consists of a pair of intermeshing
gears enclosed in a close fitting
housing.

 As the gears rotate, oil is drawn

into the pump, carried round
between the teeth and casing and
delivered to the outlet.

 Pressure and Scavenge pumps are

incorporated in a common casing.
 Lubrication System Components
Oil Cooler

 ensure that the engine oil is at the optimum

temperature, before it is supplied to the bearing
chambers and areas requiring lubrication.

 In modern engines the oil cooler is located in the

pressure system.

 Two Types:
 Air Cooled
 Fuel Cooled
 Lubrication System Components
Air Cooled
 Hot oil flows through the cooler
matrix and a fan draws cooling
air over the matrix.

 Heat is transferred from the oil to

the air which is then exhausted
overboard through the fan ducts.

 A temperature / pressure bypass

valve allows for rapid warm up
of the oil during when the oil
temperature is low and the
viscosity of the oil is high.
 Lubrication System Components
The oil will bypass the
cooler:

 Until the oil reaches the

optimum temperature.

 When the cooler matrix

becomes blocked and
the pressure drop
exceeds the specified
limit.
 Lubrication System Components
FUEL COOLED

 Oil and fuel flow through

separate routes inside the
cooler body. Cooling the oil
and pre-heating the fuel.

 Heat is transferred from the oil

to the fuel.

 A bypass valve is incorporated

which allows the oil to bypass
the cooler when the oil
temperature is low or when the
cooler matrix become blocked.
 Lubrication System Components
Oil Filter

 Located in the pressure

system.

 Removes particles from

the oil before it is
supplied to the bearing
chambers and areas
requiring lubrication.
 Lubrication System Components
Oil / Air Separator

 Located in the scavenge

system.

 Removes air from the

scavenged oil before the
oil is returned to the oil
tank.

 The air is vented

overboard.
 Lubrication System Components
Magnetic Plugs

 Located in the scavenge

system.

 Detect and collect

magnetic particles in the
oil.

 Inspected as part of
routine maintenance and
debris sent for analysis as
part of Engine Health
Monitoring Programmes
 Lubrication System Components
Oil Pressure Switch Oil Temperature Bulb

 Located in the pressure  Located in the pressure

system. system.

 Detects low and high oil  Detects high oil

pressure and temperature and
illuminates a warning illuminates a warning in
lamp in the cockpit the cockpit
COOLING
Cooling of internal components is by the use of air taken from the compressor
and via the use of lubricating oil as previously discussed.

Methods of cooling:

 Combustion Chamber – jacket of air between flame tube and outer wall
(discussed previously)

 Turbine Assembly – Cooling holes in blades (previously discussed)

 Main Shaft and Main Bearings – cooled by LP air or by-pass air fed through
the bearing housing and into the hollow shaft

 Accessories and reduction gears – cooled by lubricating oil (as previously

discussed)

 Engine bays and pods – cooled by atmospheric air which is ducted around
the engine and then vented back to the atmosphere. This also purges the
engine bay of flammable vapours which accumulate there during use.
Cooling air is used to provide internal sealing of
the lubrication system.

Pressurised air is directed inwards towards the

bearings or oil supply thus preventing the escape
of oil from the bearing surface.

Pressurised air is also directed to the rear face of

thrust bearings to oppose axial loading and
provide balancing.