002 Turbine Engine Fuel Metering Notes1

FOR TRAINING PURPOSE ONLY
Malaysian Institute of Aviation Technology
TURBINE ENGINE FUEL

METERING
Revision No : 0 Subject Code: PPT 1121

Issue No : 1 Page No: 1 Date : 9 August 2006
TURBINE ENGINE FUEL SYSTEMS

The Fuel system can be divided into 2 parts:
1. Low pressure fuel feed (aircraft fuel system)
The low pressure fuel feed is from the aircraft fuel tank to
the Low Pressure Fuel Shut Off Valve (Fire Shut-Off
valve).
2. High pressure fuel feed (engine fuel system)

The high pressure fuel feed is from the Low Pressure
Fuel Shut Off Valve to the fuel burners in the combustion
chamber.


1. Purpose - same as piston engine fuel system.
- to supply proper /precise amount of fuel at right pressure.
Secondary function – to provide cooling of engine oil and hydraulic
control for other engine systems such as VSV, comp. bleed systems
2. Turbine engine require few additional components because of the fuel
used.
3. Items for turbine fuel system.
a. fuel tanks
b. lines or piping
c. valves
d. pumps
e. filter devices
f. gauge
g. FCU/HMU/MEC
h. fuel nozzle
4. Additional components
a. Fuel heater –to eliminate ice crystals in fuel.

b. Fuel dumping system – to allow fuel dumping during
emergency.
c. warning annunciators system for
- low fuel quantity
- low fuel pressure conditions

TURBINE ENGINE FUEL CONTROLS
 Aircraft Refueling Control Panel
 Aircraft Fuel Control Panel

- Booster pump switches
- Low Pressure Shut Off Valve
- Cross Feed Valve Control Switches
 Engine fuel controls

- HP Shut off Valves Levers
- Fuel Throttle Levers


TURBINE FUELS
 All turbine engine normally used kerosene type - produce more

heat per gallon.
 All turbine fuel are colorless or light straw color.
 More viscous than fuel for recip. engine to allow fuel to act as
lubricant in pumps/fcu
 Disadvantage of turbine fuel – high viscosity also allow fuel
turbine to holds water and solid material potential, for fuel icing &
microbial growth exists.
 To overcome this – fuel additives are premixed (by distributor)
- if not mixed by distributor, approved additive
by manufacturer must be mixed. (one popular brand is PRIST™)
 Anti microbial to prevent clogging of filters & lines, corrode fuel cells

TURBINE FUEL SPECIFICATIONS

FUEL SPEC TYPE FREEZING POINT
JET A KEROSENE -40 Deg. C (-40 F)

JET A-1 KEROSENE -47Deg.C ( -52.6 F)
JET B / JP4 30% KEROSENE -50 Deg.C(-58 F)

70% GASOLINE
notes:
1. JET B or JP 4 normally used by military.
2. numbers are for labeling / identification only and do not
describe any performance characteristic.
3. Jet A also known as ‘civil aviation kerosene’ - primary fuel for
commercial and general aviation in US
4. Jet A1 used by most international airlines

TURBINE FUEL IDENTIFICATION
 colorless / light straw color

 identified by white letters on black b/ground
 color coded according to the type of fuel
 piping identified by name & color bands
 painted/decaled around the pipe at intervals along
its length
JET
A-1
JET A-1 JET A-1

TURBINE ENGINE FUEL

SYSTEM

The pump incorporates a low pressure

Fuel leaves the Low filter to remove large pieces of
Pressure Shut Off Valve contamination to prevent damage to
and enters the engine the fuel pump.
fuel pump. A bypass valve opens to allow
unfiltered fuel to the system if
the filter is blocked.
PUMP
The pump increases the fuel pressure
sufficiently to allow it to be atomised
BYPASS
VALVE
FILTER
when it discharges from the fuel
RELIEF
VALVE
burners.
A relief valve downstream of the
ENGINE FUEL PUMP
pump prevents pump damage in the
A/C FUEL
event of a major line restriction.
SYSTEM
The pump also ensures an excess volume
of fuel is delivered to the engine even
when it is in Take Off thrust.
A high pressure filter downstream of the pump prevents

damage to the fuel system components.
PUMP HEATER
HP
FILTER
HP
FILTER
FCU
BYPASS FILTER
VALVE
RELIEF A fuel heater
may be installed
VALVE
ENGINE FUEL PUMP just before the

high pressure
A/C FUEL
SYSTEM filter.
Fuel discharges from the fuel pump to the Fuel Control Unit (FCU).
The FCU is normally mounted on the fuel pump and is also driven
from a shaft extension from the pump.

The FCU meters the amount of fuel the engine requires for a given
engine condition or RPM.
Excess fuel supplied by the fuel pump is returned to the pump inlet.
PUMP HEATER
HP
FILTER
FCU
HP SOV
BYPASS FILTER
VALVE
RELIEF Metered fuel
VALVE P&D passes through a
VLV
High Pressure
ENGINE FUEL PUMP
Shut Off Valve
before it leaves
A/C FUEL
SYSTEM
the FCU.
At the outlet of the FCU is a Pressurising and Dump Valve.

This valve ensures sufficient working fuel pressure in the FCU and directs it
to the engine when the engine is running.
It also dumps fuel from the fuel nozzles and manifold when the engine stops.
From the P and D Valve, the fuel enters a Fuel Flow Transmitter
before it continues to the fuel manifold and finally to the fuel
nozzles.
PUMP HEATER
HP
FILTER
FCU
HP SOV
BYPASS FILTER
VALVE
RELIEF
VALVE P&D
VLV
ENGINE FUEL PUMP
A/C FUEL FUEL FLOW

SYSTEM FUEL TRANSMITTER
MANIFOLD
FUEL
NOZZLES

(15_11_1b1.swf)
TURBINE ENGINE FUEL

METERING

TURBINE ENGINE FUEL METERING
INTRODUCTION
 Same purpose as piston engine counterparts

 Turbine engine fuel metering must
- meter fuel to a turbine engine for a reliable ground and air
operation.
- schedule the proper amount of fuel to the engine to obtain a
given power output.
- control fuel flow and engine acceleration and deceleration
rates.
 Turbine engine do not respond rapidly to abrupt power lever
movement.

TURBINE ENGINE FUEL METERING
INTRODUCTION
 When an engine is decelerated and the fuel flow is decreased

more rapidly than the airflow through the engine, an
incombustible fuel/air mixture could result in a lean die-out.
 When an engine is accelerated too rapidly, and an excessive
amount of fuel is scheduled into the combustors before the
main turbine has time to accelerate, a rich blowout can occur.
 For these reason, fuel metering devices must control the fuel
flow to the combustors

COMPONENTS FOR TURBINE ENGINE

FUEL METERING
Main components of turbine engine fuel metering system :
1) Fuel Control Unit

2) Engine Driven Fuel Pump
3) Fuel Nozzles
4) Pressurizing and dump valve
5) Drain Valve

PUMP HEATER
HP
FILTER
FCU
BYPASS FILTER
VALVE
RELIEF
VALVE
This automatic scheduling
prevents:
ENGINE FUEL PUMP
rich flameout
A/C FUEL
SYSTEM
The FCU: lean flameout
over temperature
1. functions to supply a precise amount of fuel
to the engine in all conditions of operation. overspeed
2. responds to demands to increase and conditions from occurring.
decrease power at will.
3. automatically schedules the fuel flow
according to ambient and mass flow
conditions.
FUEL CONTROL UNIT
 Meters fuel in accordance with the power lever position set in

the cockpit
 Provides the precise amount of fuel necessary for desired
thrust
 Prevents flameouts, over-temperature occurrences, and over-
speed conditions
 FCU is designed to meter fuel by weight rather than volume
Reason : heat energy per pound of fuel is constant regardless of
fuel temperature
 FCU meters correct amount of fuel to obtain optimum air-to-
fuel mixture ratio of 15:1 by weight. (perfect mixture)

FUEL CONTROL UNIT
INPUTS TO THE FCU
The FCU monitors the following engine parameters:
- Power lever position

- Engine speed or RPM
- Compressor inlet air temp & pressure
- Burner or compressor discharge pressure

FUEL CONTROL UNIT

TYPES OF FCU
FCU is an engine driven accessory that meters fuel using :
1. Hydro-pneumatic Forces.
2. Hydro-mechanical Forces.
3. Electronic Forces
- Hydro-pneumatic units are used on turboprop engines

- Hydro-mechanical or electronic fcu are used on most
turbojet and turbofan engines.

HYDRO-MECHANICAL FUEL CONTROL

UNIT
- Divided into fuel metering section and computing section.

- Fuel metering section consists of
a. fuel pump
b. pressure regulating valve
c. metering valve
d. fuel shutoff valve.
- Computing section consists of

a. speed sensitive valve (governor)
b. servo valve
c. two bellow

HYDRO-MECHANICAL FUEL CONTROL

UNIT
1. FUEL METERING SECTION
- meter the appropriate amount of fuel to the

combustor at the correct pressure.
- by utilize a positive displacement fuel pump, a main
metering and pressure regulating valve.
- Fuel shutoff valve is to provide positive stopping
the flow of fuel for engine shut down and installed
downstream from main metering valve.

HYDRO-MECHANICAL FUEL CONTROL UNIT con’d

1. FUEL METERING SECTION operation
- Boost pump fuel (tank) is directed to main fuel pump

(unpressurized) to the main metering valve.
- Metering valve (tapered valve) that meters the fuel flow to the
combustors based on power lever position, pressure at the engine
inlet and within the combustors. (computing section)
- As unmetered fuel flow through the opening created by the
metering valve, it becomes metered fuel and a pressure
differential is created across the metering valve.
- In order to maintain constant pressure, pressure regulating valve
is utilized, which a diaphragm that is exposed to pump pressure on
one side and metered fuel pressure on another side

- sense the pressure drop across the metering valve and maintain
a pre-determined pressure drop based on the spring pressure.
- amount of fuel routed back to pump inlet determined by
pressure differential across metering valve and spring pressure.
- As engine speed increased, main metering valve opens larger,
when this occur, metered fuel pressure increases while unmetered
fuel pressure decrease, less fuel pass back pump to inlet.


- For idling power setting, to ensure adequate fuel flow, a

minimum flow stop is installed in the main metering valve.
- Purpose of minimum fuel stop is to prevent the metering valve
from closing too far and causing erratic pressure fluctuation
across the metering valve during idle.
- To provide positive fuel cutoff during shut down, fuel shutoff
valve is installed that is activated by shutoff lever in cockpit
either mechanical, electrical or pneumatic operated.

2. FUEL COMPUTING SECTION (governor)
- Computing section is responsible for positioning the metering

valve to obtain the appropriate engine power output and control
the rate of engine acceleration and deceleration.
- By utilizing a speed sensitive governor, servo valve and two

pressure sensitive bellows.

2. FUEL COMPUTING SECTION (governor)
a. CONTROL GOVERNOR
- Speed Sensitive
- Responds to power lever position
- Responds to engine speed
b. SERVO VALVE
- Controls engine rate of acceleration and deceleration.
c. PRESSURE BELLOWS
- Adjusts fuel flow based on burner pressure and air
inlet pressure

2. COMPUTING FUNCTION operation
- During engine operation, forward movement of power

lever, spring cap slides down, compresses flyweight speeder
spring, flyweights move inward and underspeed condition.
- fuel in pilot servo valve is displaced from top to bottom,
slider moves down & left, metering valve opens.
- fuel flow to engine – output increase – engine speed
increase – governor rotate faster – centrifugal force acting on
flyweights – upright position.

BURNER PRESSURE BELLOW

- Vented to the burner pressure
- Burner pressure increase
- Bellow expands to the right
- Slider moves left
- Fuel flow increases
INLET PRESSURE BELLOW

- Vented to engine inlet
- Inlet pressure increase
- Bellow expands
- Slider moves left
- Fuel flow increases

HYDRO-PNEUMATIC
FUEL CONTROL UNIT
( FCU )

HYDRO-PNEUMATIC FUEL CONTROL UNIT
UTILIZES A PNEUMATIC COMPUTING SECTION

(INSTEAD OF MECHANICAL)
OFTEN USED ON TURBOPROP OR TURBO SHAFT

ENGINES


PNEUMATIC COMPUTING SECTION
COMPUTES FUEL FLOW RATE BASED ON 4 INPUTS:
POWER LEVER POSITION

ENGINE SPEED (N1 rpm)
COMP. DISCHARGE PRESSURE (P3)
AMBIENT (OUTSIDE) AIR PRESSURE (P0)

HYDRO-PNEUMATIC FCU
N1 GOVERNOR CONTROLS COMPRESSOR-TURBINE

SPEED OR GAS-PRODUCER SPEED OR ENGINE SPEED
N2 GOVERNOR CONTROLS POWER-TURBINE SPEED OR
SHAFT SPEED OR PROPELLER SPEED.
FUNCTIONS OF GOVERNORS AND PNEUMATIC
COMPUTING SECTION ARE INTERDEPENDENT


HYDRO-PNEUMATIC FCU (Contd.)
THE OPERATION OF THE FUEL COMPUTING IS BASED

ON CONTROL OF VARIOUS AIR PRESSURES BY THE
GOVERNORS, AND USE OF THESE PRESSURES TO MOVE
THE METERING VALVE
BOTH GOVERNORS SENSE COMPRESSOR DISCHARGE
AIR AND ARE CONNECTED TO PNEUMATIC COMPUTING
SECTION.

STARTING FLOW CONTROL UNIT
UTILIZED IN THIS TYPE OF FCU.

INSTALLED BETWEEN THE MAIN METERING VALVE AND
FUEL NOZZLES
CONSIST OF A CASING WHICH CONTAINS A PORTED
PLUNGER THAT SLIDES IN PORTED SLEEVE
IT ENSURES THE CORRECT FUEL PRESSURE TO THE
NOZZLES AND TO PROVIDE A MEANS OF DRAINING
RESIDUAL FUEL FROM THE FUEL MANINOLD WHEN
ENGINE IS SHUTDOWN

ELECTRONIC ENGINE CONTROL

(EEC)

Hydromechanical and Electronic fuel control systems.
For many years the majority of fuel control units have been
hydro-mechanical in operation.
These are known as hydro-mechanical FCUs.
The operation of a Hydro-mechanical FCU is hydraulic and
mechanical.
Fuel Metering
FCU
Valve Engine
Pump
Conditions Obtained
Operator Fuel Flow
Hydro-
demand Engine Operation
mechanical unit
Modifier Conditions
FCU
Late model engines are now controlled by means of electronic

fuel control systems.
These systems include computers that precisely measure all
parameters and provide signals that result in maximum
efficiency, reliability and fuel economy.
Fuel Metering
FCU Engine
Pump Valve
Conditions Obtained
Operator Fuel Flow Engine
demand Computer
Modifier Operation
Conditions
EEC

ELECTRONIC ENGINE CONTROL (EEC)
EEC CAN BE CLASSIFIED INTO
Supervisory EEC
Full Authority Digital Engine Control (FADEC)


A SUPERVISORY EEC CONSISTS OF:
hydro-mechanical fcu that controls most engine operation

include starting, idle, acceleration and shutdown.
electronic control computer that monitors engine
parameters and adjusts the fuel control unit based on the
position of the power lever and also control engine speed
and temperature limits


SUPERVISORY EEC (Contd.)
Receives information regarding various engine operating

parameters and commands a standard hydro-mechanical fcu
the hydro-mechanical fcu responds to the EEC commands
and performs the functions necessary for engine operation
and protection
SAFETY FEATURE
IF EEC SHOULD MALFUNCTIONS, IT AUTOMATICALLY

REVERTS BACK TO THE HYDROMECHANICAL FUEL
CONTROL

EEC IS INTEGRATED
WITH AIRCRAFT
SYSTEM. OUTPUT
SIGNALS FROM EEC
CONTROL ENGINE
BY ADJUSTING
HYDRO-MECHANICAL
FCU AND
COMMANDING
SOLENOID-
ACTUATED VALVES.
SUPERVISORY EEC
FULL AUTHORITY DIGITAL EEC

(FADEC)

EEC / FADEC
In a Full Authority Digital Electronic Control EEC system, computers
measure all parameters:
engine Condition
ambient conditions
aircraft conditions
to provide signals to schedule fuel flow very precisely. This results
in maximum efficiency, reliability and fuel economy.
Output signals also go to data recording systems, indication
systems and other engine system controls.
OTHER FUEL METERING VALVE
SYSTEMS
ENGINE
CONDITIONS EEC AIRCRAFT
CONDITIONS
AMBIENT
CONDITIONS
(15_11_1dc1.swf)
EEC / FADEC
There are 2 redundant channels in the EEC.

(The word redundant means that units or mechanisms are designed
with back-up features so that a failure in one part will not disable the
unit and operation will continue normally)
Each channel has its own computer. Either channel is capable of fully
controlling the operation of the engine.
Fuel Channel A
Scheduling
Data EEC Data inputs
Channel B

EEC / FADEC
Crosstalk between the channels allow either channel to use input data
of the other channel.
If a channel is faulty, the other channel takes over the engine control.
Detected faults are stored as fault codes in the EEC memory, which
can be retrieved during maintenance.
Fuel Channel A
Scheduling
Data EEC Data inputs
Channel B

EEC / FADEC
The EEC controls fuel flow metering.
The EEC also controls compressor stator vane, bleed valve position,
turbine case cooling and the temperature of the engine oil and IDG oil.
Outputs from the EEC also goes to the airframe system for
indication and engine monitoring.
Fuel
Scheduling Channel
Data
Engine A
EEC Data inputs
Control
Indication Channel B

EEC / FADEC
A data entry plug is installed on the EEC.

Engine thrust rating information is encoded in the data entry plug.
The Data entry plug is configured only for the specific engine and
should not be transferred to another engine.

FULL AUTHORITY DIGITAL EEC (FADEC)

 Performs all functions necessary to support engine operation during
all phases of flight.
 Receives all necessary data for engine operation and develops the
commands to various actuators to control the engine within limits for
efficient and safe operation.
 Consists of REDUNDANT SYSTEM: two-channel eec that can pull
information from either channel.
 Aircraft operator simply places the power lever in the specific
position to obtain a given EPR or power output.
 EEC automatically accelerates or decelerates the engine to the EPR
desired as the a/c changes in altitude or ambient condition change.
 EEC closely monitors and control the engine parameters.


FADEC Analyzes The Input Information And Issues Series
Of Commands To Actuators That Control Engine Operating
Parameters
•High pressure fuel from the main gear stage of the fuel
pump is supplied to the Fuel Metering Unit, which through
servo valves, responds to commands from the FADEC to
position the fuel metering valve, stator vane actuator and
air/oil cooler actuator.
•Compressor air bleed and turbine case cooling actuators

are positioned by and controlled directly by the FADEC,
using redundant torque motor drivers and feedback
elements.

INPUTS TO FADEC
• Engine speed (N1 & N2),

• Throttle lever position
• Total inlet air pressure & temperature
• Burner pressure
• Bleed air status
• Aircraft altitude
• Stator vane angle
• Fuel flow rate
• Fuel & oil temperature
• Turbine exhaust temperature & pressure



SAFETY FEATURE - if both EEC channels fail, actuators are
spring loaded to a fail-safe position.
ADVANTAGES OF FADEC
reduces pilot workload

EPR maintained with changes in altitude or ambient
condition
prevents over-speed & over- heat ( prolong engine life and
reduce maintenance cost)
maximum thrust for a given fuel flow (more fuel efficient)
high reliability

IN SUMMARY, ELECTRONIC CONTROLS OFFERS;
– FUEL SAVING
– INCREASED RELIABILITY
– REDUCED OPERATOR WORKLOAD
– REDUCED MAINTENANCE COSTS
– PROLONGED ENGINE LIFE BY PREVENTING OVER-
TEMPERATURE AND OVER-SPEED OCCURENCES

FUEL NOZZLES

FUEL NOZZLES
Referred as fuel distributor, located at diffuser or inlet to

the combustion chamber
To deliver fuel in specified quantity
Fuel is mixed with air and vaporized it as it enters the
combustion chamber.
Classified as either atomizing nozzle or vaporizing nozzle

FUEL NOZZLES
ATOMIZING NOZZLES
receive fuel from manifold, mix fuel with air then deliver to
the combustion chamber
spray pattern
 atomized spray pattern
 cone type shape to provide a large fuel surface area
 designed to provide optimum fuel/air mixing
 prevent flame from contacting the combustion
chamber lining

FUEL NOZZLES
TYPES OF ATOMIZING FUEL NOZZLES
SIMPLEX NOZZLES
DUPLEX NOZZLES
SPILL-TYPE NOZZLE
VARIABLE-PORT NOZZLE
AIR-SPRAY TYPE NOZZLE

FUEL NOZZLES
SIMPLEX NOZZLE
Provide single spray pattern

Incorporate with internally fluted spin chamber to
impart swirling motion
Swirling motion
 reduce the fuel forward velocity
 promotes better atomization
 Used on early jet engine, typically mounted

internally in an engine and is accessible only when a
combustor is removed

FUEL NOZZLES
SIMPLEX NOZZLE con’d
ADVANTAGE:
internal check valve that prevents fuel from dribbling out of
manifold and into combustion chamber after engine shut
down
DISADVANTAGE:
do not atomize well or produce a desirable flame pattern
when engine rotating at slow speed and fuel at low pressure
TO ENCOUNTER
incorporate second set of smaller simplex nozzles also known
as primers or starting nozzles for improved engine starting

FUEL NOZZLES
DUPLEX NOZZLE
has two independent discharge orifices - one small, one large.

small orifices usually located in the center of the nozzle
primary fuel is ejected out of small center orifice during
engine starting and acceleration to idle
if above idle, higher pressure, secondary fuel is ejected out
of a larger orifices and combines with primary fuel flow to
create a narrower fuel pattern, which in turn helps hold the
flame in the center of the combustor liner
The higher pressure helps prevent orifice fouling caused by
entrained contaminants

FUEL NOZZLES
2 common types of duplex fuel nozzle - single line or dual line
SINGLE LINE:
receives fuel at one port
it enters a flow divider that distributes fuel
through a primary and secondary spray orifices
flow divider allows primary fuel to flow to the primary
discharge orifices
secondary flow begins only when the inlet fuel pressure rises
enough to open the flow divider valve
DOUBLE LINE:
used with pressurizing & dump (p&d) valve
receives fuel from two ports

FUEL NOZZLES
DUPLEX NOZZLE FEATURES
utilizes spin chamber to impart a swirling motion to the

fuel as it exits the fuel nozzle
the head of duplex nozzle is designed with air bleed holes
which cool and clean the head and spray orifices

FUEL NOZZLES
SPILL-TYPE NOZZLE
used on turbine engines which supply high pressure fuel to
fuel nozzle at all times
basically a simplex nozzle with a passage (spill passage)
leading away from the spin chamber to return excess fuel to
the nozzle inlet during low power output
advantage – improved atomization at all speed by spraying
high pressure fuel to the nozzle
disadvantage – extra heat is generated due to recirculation
of fuel back to nozzle inlet

FUEL NOZZLES
VARIABLE-PORT NOZZLE
variable-port/lubbock nozzle used to properly atomize fuel

over a wide range of fuel flow rates
accomplished by regulating the swirl chamber inlet port which
is controlled by an internal spring-loaded piston according to
the fuel flow rates
low flow rates, inlet port partially closed
high flow rates, fully uncovered
disadvantage – sliding piston tends to stick because of dirt
particle in fuel

FUEL NOZZLES
AIR-SPRAY NOZZLE
differ from other nozzle - openings in the back of the nozzle

uses air (primary combustion airflow ) which flows through
the openings in the back of the nozzle to aerate the fuel
spray
as the air enters the nozzle, it passes through a set of inner
swirl vanes just before it enters the swirl chamber
in the swirl chamber the fuel and air are mixed and ejected
through an orifice in the center of a set of outer swirl vanes
the turbulence created by the passage of the primary
combustion air through the vanes helps to evenly distribute
fuel spray with combustion air

FUEL NOZZLES
VAPORIZING NOZZLE
Premix the primary air and fuel in a vaporizing tube.
In most cases, the vaporizing tube extends into the combustion
chamber
Heated air surrounding the tube causes the fuel/air mixture to
vaporize before entering combustion chamber.
Some having only one outlet and are referred as cane-shaped
vaporizers, another type is T-shaped which provides two outlet.
Disadvantage – don’t provide effective spray pattern during starting
Solution – use additional set of small atomizing-type spray nozzle.
Also known as primer. After light-off, start fuel is terminated on
spool-up to idle.
These nozzles type are used in engines such as RR Olympus for
Concorde SST
FUEL NOZZLES
NOZZLE MALFUNCTION
Normal functioning fuel nozzle produces a spray pattern

that holds the flame in the center of the liner.
Plugged internal passage or bleed hole will cause distorted
spray pattern(DSP) or incomplete atomization (IA).
DSP will cause the flame come in contact with the liner
IA will cause unatomized stream of burning fuel extending
beyond combustion chamber and strike the turbine
component.

PRESSURIZATION AND DUMP VALVE

- P & D Valve provide one central flow divider rather than
providing a flow divider for each nozzle.
- Used along with a dual line duplex system.
- FUNCTION
1. Pressurizes the fuel in the primary and secondary
manifold.
2. Empties or dumps all fuel in the two manifolds upon engine
shut down.
- The valve consist of spring loaded pressurizing valve, dump
valve, inlet check valve and inlet filter.

OPERATION OF PD VALVE
P & D VALVE
DURING ENGINE START
1. Pressure signal from FCU

shifts dump valve closed
2. Metered fuel pressure

opens the inlet check valve
3. Fuel pressurizes primary

manifold and fuel flows from
primary orifice for engine
start. ( Pressuring valve
would stay closed)
P & D VALVE
ENGINE ACCELERATION
1. When engine accelerates

above ground idle, fuel
pressure overcome the
pressurizing valve spring
force. Valve opens
and pressurizes the
secondary fuel manifold.
2. Fuel now flows from both

orifices of the duplex
fuel nozzles
P & D VALVE
ENGINE SHUT DOWN
1. When fuel is cut off, control

signal is removed and dump
valve spring opens dump port
2. Fuel supply to both fuel

manifolds are cut off
3. Fuel in the both manifolds

are returned to supply line.

Since the P & D valve dumps fuel from both manifolds and
blocks metered fuel almost simultaneously, engine shut down
almost instantly.
The dumping all fuel in the manifold is to prevent residual

engine heat from vaporizing the fuel in the fuel lines and
avoid formation of carbon deposits within the lines and
possibly clog the finely calibrated passageways.


FUEL DRAIN
Current regulations prohibit dumping fuel on ground or

siphoning fuel in flight. Fuel that needs to be dumped during
engine shutdown must be
1. Dumped into Separate storage tank

2. Sent to Recovery system,
3. Purged or forced out of fuel nozzles using bleed air
4. Allowed to drain and evaporate in combustor


FUEL DRAIN
1. STORAGE TANK
If fuel is dumped into a storage tank when the fuel is cut off,
the tank must be drained manually into a separate
container.
2. RECOVERY SYSTEM
In a recovery system the dumped fuel is returned to the
supply tank when the fuel cutoff lever is actuated.
Manual draining is not required.


FUEL DRAIN
3. PURGING SYSTEM
Fuel is forced out of the fuel nozzle on engine shut down.
Combustion will be slightly prolonged until fuel starvation occurs.
4. EVAPORATION
Fuel to drain out of the lower nozzles into the combustion
chamber on shutdown. Once drained, fuel evaporates in the
combustor.
This system is only for engine that has no tendency of carbon
build up in fuel nozzle due to residual heat.

TURBINE FUEL CONTROL

MAINTENANCE

TURBINE FUEL CONTROL MAINTENANCE
Replacement of FCU, Fuel Pump and other components

Engine trimming - adjustment of engine idling speeds and
maximum power output
Acceleration Check
Engine Control cushion and spring back
Rigging the fuel control system


GENERAL PRECAUTIONS
1. Read the Removal/Installation procedures in Maintenance

Manual before starting the work
2. Ensure that the Fuel LP Cock is in the OFF position AND
place a WARNING TAG on the switch/handle
3. Place a tray beneath the engine
4. After completion of the component removal & installation,
select Fuel LP Cock to ON and bleed the fuel system to
get rid of air bubbles in the fuel
5. Carry out functional test as required


ENGINE TRIMMING
To be conducted when
- Engine thrust is suspect due efficiency deterioration, or
- After maintenance as prescribed by manufacturer.
PURPOSE
- To ensure the availability of maximum engine thrust output when
needed.
- Maintenance tasks requiring engine trimming:
- Engine change
- FCU change
- Throttle linkage misalignment caused by wear and tear
- Adjustment for spring back or cushion check


PREPARATION FOR TRIM RUN
1. Must refer to and review specific procedures in proper

Maintenance Manual (MM).
2. Install calibrated instrument to read EPR, N2 RPM as per MM.
3. Position aircraft pointed into the wind.
4. Measure barometric pressure at the engine inlet.
5. Obtain temperature by hanging a thermometer in the shade of
the nose wheel well.
6. Calculate the engine maximum power output corrected for
standard sea-level conditions (TARGET)


- Ideal conditions for engine trimming run are No wind, Low
humidity, Standard temperature (59 F) and Standard
pressure (29.92 in Hg.)
TRIMMING THE ENGINE
Once you have calculated the maximum power output for

the engine you are trimming, start the engine and let it
idle for duration specified in MM.
To ensure accurate trim setting, all engine bleeds air must
be closed.
With engine running at idle and maximum power, observe
and record the turbine discharge temperature (EGT) or
EPR readings


IDLING & MAX POWER CHECK
- Determine how much trimming is
necessary.
- If trimming of either the idle or
maximum settings is necessary, turn
the screw type adjustment on the
FCU.
- Most manufacturers recommend
that in order to stabilize the cams,
springs and linkages within the FCU,
all final adjustment is made in the
increase direction. If over
adjustment is made, the trim should
be decreased below the target
values, then increased back to the
desired values.

NOTES ON IDLING & MAX POWER CHECK
Typical trim adjustments only required simple hand tools
Adjustment mechanisms are secured with friction lock, lock

plates, locknuts or lock wire.
Some advance engine can allow trimming from cockpit during

EGR. This system is call remote control unit system.
FADEC Engine – engine trimming is not required. The FADEC

automatically adjusts for changes in performance

PART POWER TRIM
In order to save wear on the engine and also to save fuel,

engines are generally trimmed at less than take-off power or
part power
Install part power stop on throttle lever quadreant on the
flight deck. ( This will prevent the throttle lever from being
advanced to take-off power)
Or deploy part power trim stop on the fuel control itself
Run the engine with throttle levers at part power stop and check
for the engine required EPR and RPM.
After trimming is completed , remove the part power stop then
perform a take-off power check
ACCELERATION CHECK
After complete trim check, place a mark on the cockpit power

lever quadrant at the take off trim position.
Advance the power lever from idle position to takeoff position

and measure the time taken for engine RPM to reaches takeoff
setting. Compare with MM.
Typical time for large gas turbine engine is from 5 – 10 sec.


POWER LEVER SPRINGBACK AND CUSHION CHECKS
Before and after the trim run: Move the power lever full
forward and release it
Measured spring back against prescribed tolerances.
Adjust spring back in accordance with the Maintenance Manual,
if necessary.
Cushion is the distance in inches from the power lever at take-
off setting to full power lever travel
1. Correct spring back indicates fuel control will reach its internal
stop before power lever reaches its forward stop.
2. Correct cushion ensures pilot get the takeoff power and
additional power is available during emergencies.


NOTES ON ENGINE POWER
Once the FCU is trimmed and spring back is correct, the

Engine should produce its Rated thrust.
- High ambient temperature degrades rated thrust
- low humidity degrades rated thrust less


Rigging The Fuel Control System
Fuel Controls Consists of Throttle Controls and High Pressure

Fuel Shut Off (HP Cock) Controls
Whenever any part of the engine control system is dismantled,

adjusted, repaired or replaced, a duplicate inspection of the
control system must be done.
Ensure special tools such as Rigging Pin & Tension Meter as

specified in Maintenance Manual (MM) are available.

Rigging The Fuel Control System (Contd.)
Set Controls at Closed / Off / Idle position

Insert Rigging Pin through rigging holes
Ensure FCU or HP Cock levers contact the OFF / Min Stop
Connect and adjust control rods as per MM
Tension control cables as required in MM
Check controls for full and free movement
Carry out engine ground run as called for in MM

FUEL SYSTEM COMPONENTS

ENGINE DRIVEN FUEL PUMP

GEAR TYPE FUEL PUMP
- Positive constant displacement pump type. Amount of fuel

delivered varies with engine speed.
- Designed to deliver a continuous supply of fuel to FCU in
quantities exceeding the need of the engine. After fuel is
being metered , surplus fuel will return back to the pump inlet.
- EDFP are self-lubricating, are generally spur-gear types, single
or dual gear elements, and often include a centrifugal boost
element.


CENTRIFUGAL PUMP (LOW STAGE)
boost element increase the fuel pressure before the fuel reaches
the primary gear between 30-60 psi
GEAR PUMP
one or two elements constant displacement pump
output varies with engine speed. surplus fuel returned to pump
inlet
LARGE DUAL ELEMENT PUMP
pressure 1500 psi with a volume of 30,000 pounds per hour

requires a booster pump to help improve life and reduce cavitation
purpose of having 2 elements
– distribute pump load-increased life
– back up, if one pump element fails
– safety, shear point on drive shaft
E.D.P (CONTD.)
- PURPOSE OF CHECK VALVE AT PUMP OUTLET
PREVENT FUEL DRAINING OUT ON SHUT DOWN

STOP RECIRCULATION IF GEAR ELEMENT FAILS
- PURPOSE OF PRESSURE RELIEF VALVE IN PUMP

HOUSING
LIMIT PRESSURE & PROTECT FUEL SYSTEM for e.g. if

there is major line restriction downstream of the pump


PLUNGER TYPE EDP
-The fuel pump is driven by the engine gear train and its output depends
upon its rotational speed and the stroke of the plungers.
-Consist of rotor assembly fitted with several plungers
-movement of the rotor imparts a reciprocating motion to the plungers,
thus producing a pumping action.
-variations in the pressure difference across the servo piston cause it to
move with corresponding variations of the cam plate angle and,
therefore, pump stroke.
 Pump output variable for the same RPM
 Increased cam plate angle higher pump output
 Cam plate angle determined by level of servo pressure

FUEL HEATER
- Some engines use only the lubrication system oil cooler for heat
transfer to the fuel, while others incorporate a separate fuel
heater.
- The fuel heater is often positioned between engine fuel boost
pump and engine main fuel pump filter inlet to prevent the
formation of ice crystals in the fuel supply.
- Ice crystals can clog fuel filters, allowing unfiltered fuel to flow
to downstream fuel system components.
- A differential pressure switch is often installed in the filter
outlet line to illuminate a warning light in the cockpit if the
filter ices over
- In severe cases, icing can cause flow interruption and engine
flameout as ice reforms in components downstream of the filter

FUEL HEATER
1. FUEL HEATER OPERATION
 Fuel continuously flow thru heat exchanger while flow of engine

bleed air is regulated by a shutoff valve.
 Operate when temp approaches 32°F or fuel filter bypass valve
illuminates in the cockpit.
 Either manually or automatically operated
 Manual operation is by selecting on a toggle switch, energizing a
solenoid, opening the compressor air shut off valve
 For automatic activation of the fuel heater, fuel temp are set
between 35°F to 37°F with automatic control by electric timer and
gate valve arrangement.

FUEL HEATER
1. FUEL HEATER OPERATION
 To verify the system function properly, observe the indication

gauges and fuel filter light.
- EPR will drop a slight but noticeable amount due to bleed
air extraction
- oil temp will usually rise slightly due to fuel temp rise
within the oil cooler
- if filter bypass light is illuminated, the light should
extinguish as the ice dissipates
- if the cycles on and off, fluctuation on oil temp and EPR.

FUEL HEATER
TYPES OF FUEL HEAT EXCHANGERS
- In some aircrafts, a separate fuel heat system is

not installed because the FCOC plus additives in the
fuel gives sufficient protection against fuel icing
- If an air-oil cooler is used in place of FCOC, a fuel
heater is generally used

FUEL HEATER
FUELF
CONTROL
PANEL

FUEL HEATER
PRECAUTION
EXCESSIVE USE
- heat damage to fcu
- vapor lock
OPERATING LIMITATION (MANUAL)

- 1 min prior to takeoff
- 1 min every 30 mins of flight
MUST NOT OPERATE- DURING CRITICAL PERIOD

- takeoff/approach/ go around
- engine may surge or flame out from fuel vaporization

FUEL FILTER
 Typically utilize both coarse and fine filter elements

 Coarse mesh filter ( 40 micron or larger) located between
supply tank and fuel pump
 Fine mesh filter (10-25 micron) located between fuel pump
and FCU
 Fine filter is necessary because the FCU have minute
passage ways and fine tolerances
 Effectiveness of fuel filter is measured in micron
- 1 micron = 1 x 10^(-6) m = 0.000039 inch
- only 40 micron or larger can be seen by naked eye

FUEL FILTER
TYPES OF FUEL FILTER
 MICRON FILTER
- cellulose fibre filter
- capable to remove particles between 10-25 micron
 SCREEN DISK
- several wafer-type disks (bronze, brass or stainless
steel wire mesh)
- reusable and fairly high operating pressure

FUEL FILTER
TWO STAGE FILTERS
Both coarse and fine filter elements situated in one

unit/housing
Coarse filter
- pleated mesh elements
- 40 microns
- filters main system fuel for combustion
Fine filter
- cylindrical mesh elements
- 10 microns
- provides fine filtration for servo-mechanism
operation in the FCU

FUEL TRANSFER EJECTORS

(JET PUMPS)
- To assure adequate fuel supply to boost the pump
- Used venturi principle to supply additional fuel to
collector can.
- Tube with constriction creating a low pressure area
(no moving parts)
- Located at lowest point in the fuel tank (collector can)
- lowers the amount of unusable fuel

THRUST AUGMENTATION
(WATER METHANOL INJECTION)

WATER METHANOL INJECTION

SYSTEM
PURPOSE: to augment or restore thrust in the turbine
engine
WHY THRUST AUGMENTATION REQUIRED
decrease in air pressure or increase in air temperature

reduces air density (high altitude airport or high OAT)
reduction in air density reduces weight of airflow
reduced weight of airflow, reduces thrust


SYSTEM
APPLICATION OF WATER INJECTION
REDUCES TURBINE INLET TEMP

INCREASES WEIGHT OF AIRFLOW
INCREASED FUEL FLOW TO THE ENGINE
INCREASED THRUST


SYSTEM
WATER METHANOL IS A MIXTURE OF
WATER WHICH REDUCES TIT

METHANOL WHICH ACTS AS A SOURCE OF FUEL AS WELL
AS PREVENTING WATER FROM FREEZING AT HIGH
ALTITUDE


SYSTEM
OPERATION
 INJECTS INTO – COMPRESSOR INLET AND/OR DIFFUSER

 IN COMPRESSOR INLET – WATER MAY CAUSE ICE
FORMATION AT TEMP 40〫F OR BELOW
 IN DIFFUSER – EVEN DISTRIBUTION & MORE SUITABLE
FOR AXIAL COMPRESSOR
 IF USED IN BOTH AREAS - FULL THRUST AUGMENTATION
BUT MUST COMPLY WITH LIMITATION OF AMOUNT OF
WATER INJECTED


SYSTEM
W/M ON (Refer Fig.7-17 of Jeppesen Text Book)
 CLOSING THE W/M COCKPIT SWITCH :

- ENERGISES THE WATER PUMP CONTROL RELAY
- ARM THE FUEL CONTROL WATER INJECTION SWITCH
 ADVANCING ENGINE POWER LEVER TO TAKE OFF

- ACTUATES FUEL CONTROL MICROSWITCH
- OPENS THE WATER PUMP CONTROL VALVE
ALLOWING BLEED AIR AND DRIVING PUMP
- 200 TO 300 PSIG WATER SUPPLIED TO THE TWO
MANIFOLDS


SYSTEM
W/M OFF
IF W/M NOT NEEDED

DEACTIVATE COCKPIT SWITCH


SYSTEM
IF W/M ON BUT NO W/M IN TANK
WHEN THERE IS NO WATER IN THE TANK

FLOAT SWITCH CAUSES
WATER PUMP VALVE TO CLOSE
& PREVENTS SYSTEM OPERATION


SYSTEM
IF W/M SYSTEM NOT IN USE
 CHECK VALVE AT DIFFUSER PREVENTS

COMPRESSOR AIR FROM ENTERING W/M
SYSTEM
 DRAINS AND CHECK VALVES DRAIN WATER IN
SUPPLY LINES PREVENTING ICE FORMATION
 IN SOME SYSTEM CREW MAY PURGE WATER
FROM SYSTEM WITH BLEED AIR TO PREVENT
ICING

THE END


002 Turbine Engine Fuel Metering Notes1

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

002 Turbine Engine Fuel Metering Notes1

Uploaded by

Copyright:

Available Formats

FOR TRAINING PURPOSE ONLY

Malaysian Institute of Aviation Technology

TURBINE ENGINE FUEL

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL SYSTEMS

2. High pressure fuel feed (engine fuel system)

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL SYSTEMS

TURBINE ENGINE FUEL SYSTEMS

a. Fuel heater –to eliminate ice crystals in fuel.

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL SYSTEMS

TURBINE ENGINE FUEL CONTROLS

 Aircraft Refueling Control Panel

 Aircraft Fuel Control Panel

 Engine fuel controls

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL SYSTEMS

 All turbine engine normally used kerosene type - produce more

Revision No : 0 Subject Code: PPT 1121

TURBINE FUEL SPECIFICATIONS

JET A KEROSENE -40 Deg. C (-40 F)

JET B / JP4 30% KEROSENE -50 Deg.C(-58 F)

Revision No : 0 Subject Code: PPT 1121

TURBINE FUEL IDENTIFICATION

 colorless / light straw color

JET A-1 JET A-1

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL

Revision No : 0 Subject Code: PPT 1121

The pump incorporates a low pressure

A high pressure filter downstream of the pump prevents

ENGINE FUEL PUMP just before the

Revision No : 0 Subject Code: PPT 1121

At the outlet of the FCU is a Pressurising and Dump Valve.

ENGINE FUEL PUMP

A/C FUEL FUEL FLOW

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL METERING

 Same purpose as piston engine counterparts

Revision No : 0 Subject Code: PPT 1121

TURBINE ENGINE FUEL METERING

 When an engine is decelerated and the fuel flow is decreased

Revision No : 0 Subject Code: PPT 1121

COMPONENTS FOR TURBINE ENGINE

Main components of turbine engine fuel metering system :

1) Fuel Control Unit

Revision No : 0 Subject Code: PPT 1121

FUEL CONTROL UNIT

 Meters fuel in accordance with the power lever position set in

Revision No : 0 Subject Code: PPT 1121

FUEL CONTROL UNIT

INPUTS TO THE FCU

The FCU monitors the following engine parameters:

- Power lever position

Revision No : 0 Subject Code: PPT 1121

FUEL CONTROL UNIT

FCU is an engine driven accessory that meters fuel using :

- Hydro-pneumatic units are used on turboprop engines

Revision No : 0 Subject Code: PPT 1121

HYDRO-MECHANICAL FUEL CONTROL

- Divided into fuel metering section and computing section.