-

-.

GEORGIA DlVlSlOW

JANUARY-FEBRUARY 1958

THIS P U B L I C A ~ I V ~
C H A N G E S O N AIRCF

'OR P L A N N ~ N G A N D I N F O R M A T I O N A L P U R P O S E S O N L Y A N D 15 N O T T O BE C O N S T R U E D A S A U T H O R I T Y FOR M A K I N G
O R E Q U I P M E N T , O R AS S U P E R S E D I N G A N Y E S T A B L I S H E D O P E R A T I O N A L O R M A I N T E N A N C E PROCEDURES O R P O L I C I E S .

ENGINE FUEL CONTROL SYSTEM

PANELOCFASTENERS.

.. . . . . . .
. .
=

.3

lless you know better, you certainly might assume that they
#ebleed plugs. And for a very good reason. They were
Iginally put there to be bleed plugs. However, it was found
that the cylinder needs no bleed points. Actuation of the cylinder will force anv trau~edair out throuah the return lines to
roir.

:pende on tolerances
e plug sticks nut ini
nerefort

nu anotner tning. uonTtreplace me

N814-2Lplug.

Y ~ . Y D Z Jplug wxm an
You would be right back where you started.

TEM

and use

slf

b;lee Electronic

Test Seg.)

was covering a lot of ground concerning the engine

fuel control system. He had a good listener. (Although, I suspect the engine man knew a lot more
than he let on. ) Anyway, we learned a lot; and you
may too in the next few pages. The engine mechanic
is asking all the questions a s you start off:

et that title frighten you It's not as Wryua

subject as it sounds.
We were priviledged to overhear a conversation between a field service representative and a newly
assigned T-56 engine mechanic recently. The rep

"WHAT IS THE NEED FOR ALL THIS FUEL CONTROL SYSTEM, ANYHOW? WHY NOT JUST L E ~
THROTTLE DIRECTLY CONTROL FUEL FLOW?. IN OTHER WORDS, THE MORE THROTTLE, THE
INE. "

..

That's an easy one.

Like any other engine, you a r e interested in the
output (torque) that this T56-A-lA Prop-jet
can deliver. To get the high power performance which this engine can furnish, it requires
engine operation in a range of high engine rpm and
($%
high
engine temperatures. These high speeds and
j; "a?:.
- "' temperatures muat be closely monitored So that they
won't go over into the area where material failure
of the engine will occur o r where engine Service
I
r-life will be drastically reduced.
: 1

January - February 1958

Sure, the engine fuel control system could be sim~ l i f i e d .but onlv~t the expense of the pilot. There
a r e s o many variables which affect engine operation- a i r densitv
" . a i r t e m ~ e r a t u r e .fuel heat output, power acceleration and deceleration, starting,
taxiing, and ever-changing flight power requirements to name a few-that the pilot would have to
be continually jockeying the throttles to maintain
correct power settings. The fuel control system
does this for him automatically, and much better
than he could ever hope to do manually.

..."_

..

./' ,
I..
'

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....>
,

"OK. SO THE FUEL CONTROL SYSTEM DOES PERFORM QUITE A JOB. GIVE ME A SHORT COURSE
ON WHAT IS IN THE SYSTEM AND WHAT IT DOES. "
Gladly. Look at the diagram of the engine fuel control system. One thing should be noted immediately: The fuel is metered by only two units before being sprayed out of the fuel nozzles into the
engine combustion section. These two units a r e
the fuel control and the temperature datum valve.
(The temperature datum valve is commonly ref e r r e d to a s the "TD valveM. We will call i t by
that name from h e r e on. )
The fuel controlls job is to meter the correct
amount of fuel to the engine (plus an additional
amount which we will talk about later) to fulfill
the power requirements asked for by the pilot when
he moves the throttle. Besides metering fuel in
accordance with throttle movement, the fuel control takes care of;
differences in inlet a i r temperature and
pressure which have an effect on engine
power output (torque) ;
fuel flow requirements during engine
starting to control engine speed and prevent stalling of the compressor;

lual flow requirements to regulate

changes in engine speed when the propeller is not controlling this speed;
maximum engine speed, limiting the rpm
in the event of propeller governor failure
and overspeed results.
The TD valve through its control system has the
job of overseeing the fuel control's operation to
make sure that engine temperature limits a r e not
exceeded. The TD control system measures the
actual temperature of the burned fuel-air mixture
a s it enters the engine turbine section. (This is
called the turbine inlet temperature, o r just,
"T-I-Tn.) If the temperature s t a r t s to get too
high, the TD control system signals the TD valve
to reduce fuel flow and thereby lower the engine
temperature.
The TD control system does one more thing that
i s just a s important a s limiting TIT. It controls
engine temperatures in a certain range of throttle
settings s o that TIT does not go above or below a
given value.
Now l e t ' s s e e what these throttle settings are.
Notice from the sketch of the throttle quadrant
that the throttle travels through an a r c of 90" in
moving from "maximum reversew to "take off and
Military" power. From 0 " to 64" the TD control
system limits turbine inlet temperature to keep
it from exceeding a given value. This is known
a s "temperature limiting". From 64" through 90 "
the TD control system controls TIT to keep it within a prescribed value. This is known a s "temperature controllingw.

Engine
Coordi-

natnr

-Electrical Leads to the

Electronic Temperature
Datum Control System

Bypass Lines
Back to Pumps

Fuel Nozzles

ENGINE FUEL SYSTEM

But m o r e about this later. While we a r e on the

subject of throttle quadrants, there a r e one or two
more points that should be covered. Notice from
the drawing that the throttle operates in "taxi
rangeu o r "flight rangeu. In flight range, from
34" to 90" of throttle movement, the throttle has no
control over the propeller. One of the propeller
system components, the propeller governor has
maintains
the task
a constant
of controlling
engine speed
propeller
by continually
pitch. Itsending
signals to the propeller pitch change mechanism to
increase o r decrease pitch,
Lockheed Senice News

lrottle Quadrant

ENGINE COO1 :NATOR

(Note: Set throttle from Coordinator
Protractor. )
Retarding the throttle below 34" places tne tnrattle
in taxi range. The quadrant has a positive stop a t
349 The pilot has to manually lift the throttle
l e v e r to r e t a r d the throttle past this 3 4 9 This
movement of the throttle places i t in direct mechanical control of the propeller pitch. For every
setting of the throttle in taxi range, there is an
established blade angle setting for the propeller.
For example, propeller pitch is reduced (the propeller takes smaller and smaller bites of air) when
the throttle is retarded from 34" to GROUND IDLE.
There is a detent at GROUND IDLE which the pilot
can feel. Moving the throttle past this detent
moves the propeller towards r e v e r s e pitch.

One more thing; we said that the propeller keeps

the engine a t constant speed in the flight range of
operation. In the taxi range, the fuel control performs this task. The throttle mechanically positions the fuel control to meter the required amount
of fuel to maintain an approximately constant engine
speed.

AU engine coordinator ties all this mechanical linkage together. It transmits throttle movement to
the propeller and to the fuel control, Throttle position is s e t from a protractor on the face of the
coordinator.

"WAIT A MINUTE NOW. WHY NOT HAVE THE PROPELLER MAINTAW CONSTANT ENGINE SPEED
THROUGHOUT THE ENTIRE RANGE FROM GROUND IDLE TO TAKE-OFF POWER? AND, SECONDLY,
WHY THE NEED FOR HAVING A CONSTANT SPEED ENGINE?"
This is sort of straying from our subject. But
anyway, h e r e , briefly, a r e the answers. They
both relate to pilot control of the airplane.
Directly linking propeller pitcb to throttle position for taxiing gives the pilot a quicker and more
definite throttle response. When he moves the

throttle forward, the propeller pitch changes immediately. If flight-range-propellergovernor

type of controlling w e r e used, the engine would
have to operate a t increased power settings,
greater fuel flow and higher TIT., to get the same
amount of quick, positive thrust.

-;

." q*-,,*y +p-*

&Taw<

.xi\

Now to your second question. Having a constant

speed engine simplifies fuel control requirements.
In addition, constant speed operation provides rapesponse to the pilot. In a landing apround, for example, airplane

us
2felt a s soon a s the throttles a r e advanced. If the
engines were operating at reduced speed during the
approach, there would be a lag in power response
while they accelerated to take-off rpm.

"IN SUMMARY THEN, THE PROPELLER AND FUEL CONTROL REGULATE ENGINE SPEED AND
DELIVERED HORSEPOWER; THE TD SYSTEM LIMITS OR CONTROLS ENGINE TEMPERATURE.
GIVE ME SOME DETAILS OF THE TD SYSTEM. "

From 64" through 90" of throttle setting the TD

system controls the engine temperature to an
established schedule. At 64 ", the scheduled
temperature is 760" (* 20)C. This gradually
i n ~ m a s e to
s 967 " (* 3" )C a t the 90" setting.
When the temperature is above the scheduled
value, the TD valve meters less fuel to the engine; when the temperature goes below the
schedule, more fuel is metered by the TD valve.

eady covered, in general, the temperng and controlling functions of the TD

Here a r e the temperature limits:

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Below 64' throttle setting, the fuel control establishes the fuel flow schedule. The TD cont r o l system monitors TIT to limit fuel flow if
temperatures exceed a given value. Not to just
one prescribed value, however. It depends UPon engine speed:

When the engine speed is below 93% during the

initial acceleration in an engine start, the TD
valve operates to limit TIT to 871 "C.
At all other times in temperature limiting, the
TD valve operates to limit TIT to 974" (h 3")C.
As a matter of interest, the TD system performs
another duty which goes along with its controlling
and limiting temperature functions. It compensates for fuels which vary in their heat content.
For example, a given volume of JP-4 may give out
more heat in burning than will a like amount of
some other grade fuel. L e s s power would ordinarily be obtained from an engine burning the
lower heat content fuel than from an engine burning
JP-4. The fuel control does not compensate for
these fuel differences. The TD system takes care
of this problem very nicely, though, by metering
more fuel if fuel heat content (and TIT) is low; less
fuel if heat content is above the average.

"SO THE TD VALVE EITHER CONTROLS OR LIMITS TIT; TELL ME THEN HOW DOES IT DO THIS?"
P-b

TD

System LIMITS TIT

DURING ENGINE
START BELOW

+ 93% OF ENGINE SPEED

Throttle Position

lD System

First let me ask you a question. How

good a r e you at percentages ? Always
play them, huh? Well, then, you
shouldn't have any trouble understanding this electronic temperature datum
control system.
Remember the diagram of the fuel
control system? The TD valve receives fuel from the fuel control and
meters it, passing some on to the fuel
nozzles and sending the rest back to
the dual fuel pump.
Metering is accomplished by a tapered needle moving either in o r out
of an orifice. A reversible motor in
the valve assembly controls needle
movement.
Lockheed Servica News

, &

When the needle moves into the orifice, more fuel

is 'putHinto the engine; less of it is bypassed back
to the pumps. When the needle moves out of the
orifice, the bypass "takesn m o r e of the fuel and
less is sent on to the engine. When the motor is
not operating, the needle is held in the center Position by a spring. This is called the NULL position.

it. Take, for example, an average engine which

requires 100 units of fuel for proper operation.
(For the purposes of this example, these units can
stand for molecules of fuel p e r second, gallons of
fuel p e r minute, o r buckets of fuel p e r hour. It
makes no difference.) The fuel control is designed
to m e t e r these 100 units to the TD valveplus an
additional 20%.

Now let's see how much fuel the fuel control sends
on to the TD valve and what the TD valve does with
"YOU MEAN TO SAY THAT AFTER ALL THE WORK THE FUEL CONTROL DOES TO GET THE
CORRECT AMOUNT OF FUEL TO THE TD VALVE, IT ARBITRARILY SENDS ON AN EXTRA 20%
OF FUEL?"
Yes, part of that 20% may be needed by the TD system in order to compensate for differences in fuel
heat content. Then too, fuel controls may vary
slightly in their fuel metering. With an average
fuel control, fuel of average heat content, and the
TD valve in NULL position, the whole 20% will be
bypassed back to the engine pumps (see the illus-

tration). If the fuel is l e s s than average in heat

content and/or if the fuel control meters less fuel
than average, the TD valve won't bypass the entire
20% of fuel. Instead, it will 'putw some of this
extra 20% into the engine to bring the engine up to
the required temperature.

.**.

PUMP

FUEL CONTROL

TD VALVE

ENGINE

"PUT" CONDITION (TIT LOW)

PUMP

TD VALVE

NULL CONDITION

PUMP

FUEL CONTROL

TD VALVE

ENGINE

(We a r e speaking now of the TD system in the temperature controlling range of operation. ) The TD
valve is capable of "puttingH a total of 15% extra
fuel into the engine. Design engineers say that
ments.

On the other hand, suppose the engine is exceeding

the scheduled temperature values. The TD valve
is capable of taking the 20% of extra fuel plus an
additional 50% of the 100 units when i t i s in full
"taketf positioa This leaves 50% of the 100 units
going to the engine.

ENGINE PUMPS
and FILTERS

18 THERMOCOUPLES

RELAY BOX

DATUM
VALVE

MOTOR

Reference Temperature
Signals Compared With
Engine Temperature
Signal

I
-I

TEMPERATURE
DATUM AMPLIFIER
POWER SUPPLY
115 VOLTS AC, 400 CYCLE
ENG1NE FUEL SYSTEM SCHEDULE
Lockheed Service News

"THIS IS A N ELECTROlDjS TSWPERATURE

DAT+JM CWROL S ~ W90
. FARI WT
HEARD &&ki
ABOUT THE ELECTROMCSln
;iVz-*.~%

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.-

?i'. k-.%?**
?...
.i
I>*, >f$3'
That's where the TD control amplifier comes into

the picture. The amplifier is the source of power

and control f o r the TD valve motor. It decides
when the valve should operate and sends an electrical signal to the valve motor to make it operate.

The amplifier receives temperature signals from

two sources. One source is the engine thermocouples which give the actual TIT reading. Eighteen of these thermocouples a r e located in the engine's hot gas area just forward of the first turbine
stage. They are heat sensitive probes. They produce a very weak electrical voltage when subjected
to heat. The greater the heat is on the probe, the
stronger the electrical voltage that will be produc e d.

1-

<

The amplifier compares the signal received from

the thermocouples with the reference signal from
the engine relay box. If the two signals do not
agree, the amplifier drives the TD valve motor to
correct the difference.

One potentiometer in the engine relay box establishes the limit of 871C when the engine is just
starting and below 93% speed. The wiper on this
potentiometer is adjusted by turning the START
screw on the relay box to either "increasew o r "decreasen temperature.

*<

,.

Relay Box

The position of these wipers on the five potentiom e t e r s in the TD control system determine the
reference temperature signal sent to the TD amplifier.

Don't let the term "potentiometer" scare you. The

lectrical symbol for a potentiometer (or variable
resistor a s it is otherwise called) will tip you off.

The second source i s the engine relay box. It

sends a reference signal to the amplifier. This
signal tells the amplifier what the TIT should be
for the given throttle setting.

What establishes the reference signal in the relay

ox? Actually, the reference is established by the
etting of five potentiometers.

I'D Amplifier

It is a resistor in an electrical circuit which has

a movable or adjustable wiper. The position of the
wiper along the resistance coil determines the
e in the circuit. This, in turn,
e of the circuit. If the wiper
moves along the resistance coil to increase the
circuit's resistance, the voltage also increases:
or if the wiper is moved to give less circuit resistance, the voltage i s decreased.
January

- February 1958

&

..

A second potentiometer in the relay box provides

the 974C limit when the engine speed is above 93%
and the TD valve is not in temperature controlling.
This potentiometer is adjusted by the screw on the
relay box marked NORMAL.

A third potentiometer is located inside the engine

coordinator. Throttle movement positions its wiper. Its signal establishes the reference t e m p e r
atures in the temperature controlling range of the
TD system (64" through 90" throttle setting). It
does not have a screw adjustment. Rather, it
feeds i t s signal to two other potentiometers located in the engine relay box. One of these, the
BIAS potentiometer, establishes the lower t e m p e r
ature setting in the controlling range.
This BIAS potentiometer is adjusted with the throttle in the FLIGHT IDLE (34") position. Don't,
however, get the mistaken idea that this places the

'

TD system in temperature controlling from 34" and

up. Temperature controlling still s t a r t s at 64".
The throttle actuates a switch when it moves past
64" which places the TD system in temperature
controlling. The BIAS potentiometer is adjusted
to give a 582C temperature at the 34" throttle setting, which in itself, has no effect on temperature
controlling until the throttle advances to 64".
The SLOPE potentiometer in the relay box estab-

lishes the upper limit in temperature controlling,

The SLOPE screw is adjusted t o give 967C temperature a t the 90' throttle position.
Setting the BIAS and SLOPE automatically establishes all the other temperatures in the controlling
range. For example, if BIAS is set a t 582C and
SLOPE at 967"C, the reference temperature a t the
64" throttle position should be approximately 760 "C.

"SUPP(36E THE TD SYSTEM FAILS TO CONTROL TIT WITHIN THE ESTABLISHED TEMPERATURE
SCHEDULE. DOES THE PILOT HAVE ANY MEANS OF TAKING OVER THE CONTROL?"
The pilot has two switches which enable him either
to effectively remove the TD iralve control from the
system or to lock the TD valve in its metering position while it is in temperature controlling.
The temperature datum control valve switches a r e
located at the aft end of the flight control pedestal.
There a r e four of them; one for each w i n e . These
switches a r e normally in AUTO position, permitting
automatic operation of the TD control, b3 the event
temperature control is erratic, the pilot can position the switch on the discrepant engine to NULL.

This returns the TD valve to NULL and turns off all

electrical power to the TD amplifier. In NULL position the fuel control establishes the engine's fuel
flow requirements. (The TD valve receives this
fuel requirement from the fuel control, plus an
extra 20%. The TD valve, in NULL position, delivers t o the engine all the fuel it receives from
the fuel control except the extra 20% which is bypassed back to the engine pump.
The pilot will not have overtemperature protection
when the switch is in NULL.

I,

$lectra&e Fuel

C3mm&un

Switches

TD (2un&rol
Valve Switches

CJ

An electronic fuel correction switch is located on

the lower left side of the copilot's instrument panel.
It has two positions, CONTROLLED and LOCKED.
The CONTROLLED position permits the TD system
to operate normally. The LOCKED position locks
the TD valves on all four engines in their last metering positions. The TD system must be in the
temperature controlling range and above 67" throttle
setting before this switch will lock the TD valves.
The TD valves may be locked before the throttles
a r e retarded during the airplane landing approach.
(It is recommended that the switch be placed in
LOCK with TIT at 800C and aircraft altitude within 5000 feet of the field.) This gives more equal
power distribution on all engines and insures positive TD system control i n the event of airplane
go-around.
Four electronic fuel correction lights (one for each
engine) are located on the copilot's instrument panel
just below the c o r r e c t h e switch. These warning
lights a r e ON when the TD system is not in temperature controlling; OFF when the TD system is
controlling.
Lockheed Service News

9.-

Test Set Assembly

Test Set Cable

Cable Carrying Bag

ELECTRONIC CONTROL TEST SET

locked in temperature controlling and the throt-

locked condition. The TD valve will correct for

the overtemperature and then go to NULL. The

condition occurs after the TD valves have been

locked, the lights will go ON, signifying an un-

ture controlling range before the TD valve c

again be locked.

'SUPPOSE A TD SYSTEM IS NOT CONTROLLING OR LIMITING AS IT SHOULD. HOW CAN I CHECK

IT OUT?"
7+

.,

Td fully answer your question would ;equire complete instructions for checking the propeller mechanical system, the engine fuel control mechanical
system (throttle, coordinator, and fuel control),
and the TD system. Very briefly, the usual procedure is t o remove the electronic TD controls

increases while TIT decreases (or vice versa) pro

peller governing is probably erratic.

trouble still exists, you know that it is in either the

propeller o r fuel control mechanical systems.

tiometers is usually checked first and in the majority of times will be the source of the trouble. "Check these potentiometer adjustments with an

If placing the TD control in NULL corrects the

trouble, the TD system is probably a t fault. The
cause of the trouble might be the TD amplifier,

"THIS 'ELECTRONIC CONTROL TEST SET'.

CHECKING OUT THE ENGINE?

IS THAT THE BLACK BOX I'VE SEEN BEING USED IN

That is correct. This test set is used quite frequently in running down TD Control System troubles
and in checking out control system components
which have been replaced in the engine. It simulates an operating engine's TIT and will give indications of what the TD system is doing.
Bendix Aviation Corporation manufactures this set
and i t s accessories. They a r e available in Air
Force Supply under the following Stock Number
and Bendix P a r t Number:
NAME

AIR FORCE
STOCK NO.

BENDM
PART NO.

Electronic Control
Test Set Assembly

7CBP-177275

177275

Electronics Control
Test Set Adapter,
Test Set Cables, and
Canvas Carrying Bag

7CBP-177085

177085

The t e s t s e t was designed to be used with three

different Allison engines: the T-40, 5-71, and the
T-56. C h r 0 1 3 0 airplanes have T-56 engines (with

ET-A series TD controls). You will find several ,

switch positions on the test set which a r e for these &'c,.
other engine applications. Don't get worried because all the test set controls a r e not used in
checking out the T-56 system.
The principal cable assembly used with this set
looks like a nine legged octopus; there a r e nine individual cables and connectors. h e cable of these
nine is never used, It is marked with an identifying sleeve on which is printed, "Throttle Input
Model ET-A1 Electronic Controlt1. This control
is no longer in service.
The remaining eight cables a r e also marked with
identifying sleeves. Four of these cables a r e
marked for connections on the 'I'D amplifier in each
nacelle, and the other four a r e marked for the engine cables which have been removed from the TD
amplifier.
The large connector end of this cable assembly connects to the adapter.
The adapter cable assembly connects the adapter
to the test set.

"WHEN SHOULD THE TEST SET BE USED?"

The test s e t is used for checking the operation of
the TD amplifier, for adjusting the potentiometers,
and for checking the Avien TIT Indicator System.
The Bendix handbook, which comes with every test
set, gives the procedure for checking the amplifier.
We will cover the adjustments of the potentiometers.
Use your test set when any of the following conditions exist:

An overtemperature condition occurs during

engine starting. Check the TD system if:
the TIT stays between 877OC and 940 "C for
for over five seconds,
or. the TIT exceeds 940C.
On the surface, these temperature limits

like they a r e in error. Remember earlier, we

said the TD valve operates to reduce TIT if
871 'C i s exceeded when the engine is first accelerating and below 93% speed. This is true.
It does do that; but, when the engine is first
starting, there is an initial peak temperature
to which it will go that the TD system cannot
completely control.
It's normal for the engine temperature to momentarily overshoot and then stabilize below
877 OC. The TD system and thermocouples,
during this initial engine acceleration, do not
react fast enough to keep the engine temperature
C limit.
from momentarily exceeding the 871 O
One more thing. If the TIT exceeds 1070C,
the engine must be shut down for overtemperature inspection.
Lockheed Service News

Amplifier Output Test (53)Cable

--.-

TEST SET HOOK UP

2 Anytime the TIT goes above 977C. This has

in the temperature controlling range (throttle

from 64" to 90" ) with TIT at 800C, the
ature datum null control switch is moved
om AUTO to NULL and the TIT changes more

one exception. If the throttles a r e shoved forward very rapidly (throttle burst), the TIT may
momentarily exceed 977 "C. This is normal.

If a t maximum permissible suat&&j@

e
power (Military Power), the TZT %$X&& 4hn
957C o r of course is over 977CI

This ,setting is controlled

~ i l i t a r yPower, which is
maximum power that you c
gine, you want to have T
maximum power without
damage. Military Power is s e
or dth t
h engine delivering 21,
of torque, whichever limit i
(Wit& verp cold outside
possible t o reach the t o r
out exceeding p e r m i s s i

January February 1958

The TIT fluctuates more than ;t 1 0 "C and this

fluctuation is corrected by placing the null control switch from AUTO to NULL.

If in the temperature controlling range, the

throttle position for one engine is out of alignment with the other three engine throttle knobs
more than one-half inch. (The rigging is assumed to be correct.)

A new engine is installed on the airplane.

A new engine relay box or 'I'D amplifier a r e

installed on the engine.

"WHAT IS THE PROCEDURE FOR ADJUSTING THE ENGINE RELAY BOX POTENTIOMETERS?1f
Letts take these adjustments one at a time:
TO ADJUST THE START LIMIT TEMPERATURE.
(MAKE THIS ADJUSTMENT FOR CONDITIONS 1, 7,
AND 8 LISTED W THE PRECEDING PARAGRAPH.)

on the Copilotts Circuit Breaker Panel,

Engine Fuel and Ignition Control
Prop and Engine Bus Power
Electronic Fuel Correction Relay
Air&Oil
TD Valve Null

Put the main inverter switch on the overhead

panel ON.

Hook up the test set.

Bring the test set out to the airplane s o that it

has time to adjust to the outside temperatures.
It may take a s long a s 30 minutes in cold
weather. Be s u r e to handle the test s e t with
care. It is a piece of precision electronic
equipment and should not be abused. We recommend the use of a test set support.
Connect external DC power to the airplane.

Check to see that all necessary circuit breakers

a r e in. These include:
on the DC Circuit Breaker Panel,
Main Inverter Control
Prop and Engine Bus Power
Main Inverter Power
on the AC Circuit Breaker Panel,
Fuel and Temperature Control
on the Flight Station Distribution Panel,
Engine Fuel Control

For potentiometer adjustment, only two of the

test set cable leads a r e used. Connect:
adapter to test set;
the J-1 electrical connector on the TD amplifier to the J-1 Ifamplifier thermocouple
input test Ifcable;
the 5-3 electrical connector on the TD amplifier to the 5-3 "amplifier output testwcable. (The TD amplifier is located in the top
aft portion of the nacelle. It is accessible
through an access door. )
Check to s e e that the three switches on the
test set adapter a r e a l l at PCXSITION 1.

Lockheed Service News

Place throttle in GROUND IDLE.

The nut should be removed from the adjustment

screw marked START. This is one of the two
lower adjustment screws on the relay box Use
a screwdriver to turn this screw until 15 volts
is indicated on the test set meter. The top row
of figures on the top line of the volt meter i s
the scale used.

(located on the flight pedestal) for the engine

being tested to AUTO.

Place the electronic fuel correction switch located on copilot's panel to CONTROLLED.

Position the t e s t s e t controls a s follows (see

illustration):
A Move TEST SELECTOR switch to REF P T
& NULL VOLT-ALL (reference point and
null voltage-all). This is the seventh position of the switch.

Place 115V, 400 cps switch OFF.

Put TCS (thermocouple standarization)

switch ON. This switch controls voltage
supplied the test set thermocouple circuit
from one of two mercury batteries within
the set.

Pull the a i r and oil circuit breaker out to deenergize the 13,000 rpm speed sensitive switch.
This will simulate an operating engine and will
operate the normal limiting relay.

D Move OVER TEMP SIM (over temperature

simulator) dial to 100.

Position the ELECTRONIC FUEL CORRECTION

switch on the copilotls panel to LOCKED. This
places the electronic control system in the
limiting range.

Adjust the TEMP ADJ (temperature adjustment)

knob to the setting on the t e s t set calibration
c a r d which corresponds to 974C.

Adjust the engine relay box NORMAL potentiometer until a minimum voltage is indicated on
the test set meter. Adjusting this potentiometer
will cause the meter pointer to first indicate a
lower voltage and then r i s e again. Set the potentiometer to the lowest voltage that the pointer
indicates before it s t a r t s up the scale again.

Read the ambient temperature from the

Weston thermometer.

Set the TEMP COMP (temperature compensator) to this reading.

I
O

TO ADJUST THE NORMAL TEMPERATURE LIMITING CONTROL. (MAKE THIS CORRECTION

FOR PREVIOUSLY MENTIONED CONDITIONS 2 ,

G Adjust the NULL INDICATOR There should

be no movement of the indicator needle when
the NI button is held in and then released.
(This won't necessarily be at zero reading.)
H If needle movement takes place, turn the
TCS STAND knob and check by pushing in
and releasing the NI button several times,

This completes the START limit adjustment.

Replace the potentiometer cap nut and safetv
wire.

Adjust the TEMP ADJ (temperature adjustment) knob to the test set calibration card
temperature equivalent of 871"C. The calibration card will be with the test set; usually attached to the face o r top of the set.
This adjustment simulates an engine temperature signal to the amplifier of 871"C,
the s t a r t limit temperature.

Adjust the START Potentiometer screw on the

engine relay box. On the relay box there a r e
four adjustment screws covered with "cap nuts".

January

- February 1958

6 Set the TEMP

ADJ (temperature adjustment)

knob to approximately 100 dial graduations below the 974C position.

Switch the ELECTRONIC FUEL CORRECTION

switch from LOCKED to CONTROLLED.

Wait four o r five seconds and then switch the

ELECTRONIC FUEL CORRECTION switch to
LOCKED. This again puts the electronic sys-

tem on temperature limiting. The fuel correction light, located on the copilotts instrument
panel (one also on the test set adapter box) will
be out.

Rotate the temperature adjustment dial very

slowly up to the data card equivalent of 974C

10

Adjust the NORMAL potentiometer on the relay

box until the t r i m light just illuminates. This
indicates that an overtemperature condition
exists and the TD valve is now unlocked and can
operate to w.keV fuel to correct the condition.
This light should always illuminate within the
tolerance of 974" (* 3" )C.

11

This completes the NORMAL limit adjustment.

Replace the potentiometer cap nut and safety
wire.

34"

ADJUSTMENT OF BIAS AND SLOPE TO ESTABLISH THE TEMPERATURE CONTROLLING SCHEDULE (THIS PROVIDES CORRECTION FOR 3, 4 ,
6, 7, 8 AND SOMETIMES 5).
Setting of BLAS and SLOPE determines the temperat u r e schedule in temperature controlling (64"
through 90 " throttle setting). Turning the BIAS
potentiometer screw to an "increased temperature" moves the BIAS schedule line up (see the
illustration on page 16). Turning the SLOPE adjustment screw changes the angle o r slope of the
BIAS schedule. The adjustment of one potentiometer will affect the setting of the other. Therefore you may have to readjust both BIAS and
SLOPE several times (three times on the average)
before the two settings a r e in agreement with the
desired temperature schedule.
At present, BIAS is set to 582% at 34" throttle position. Slope is set to 967 "C a t 90" throttle, Re-

90 "

Throttle Position
SLOPE MOVEMENT

34"

Turning the Bias

Adjustment Screw
moves the Temperature
Schedule up o r down

P)

&I

3al 3

a
@
@

d al

;:;::
570 "C

34"
70"
Throttle Position
BIAS MOVEMENT

90"

@
@

70 O

90 "

Throttle Position
SET BIAS TO 582" (* 3")C
SETSLOPE TO967"(* SO)C
READJUST BIAS & SLOPE AS NECESSARY TO
OBTAIN THESE SETTINGS
CHECKBIASFOR803"(*3")C
READJUST BIAS 6.SLOPE, IF NECESSARY, TO
OBTAIN THESE SETTINGS

ADJUSTING BIAS AND SLOPE

Lockheed Service News

ence has indicated, however, that this

After completing the above, recheck the BIAS

setting of 582" (A 3 " )C at 34" throttle position.
Then reposition the throttle to 70" and reset
the TEMP AIIJ (temperature adjustment) knob
t o the t e s t s e t calibration c a r d equivalent of
803" (& 3" )C. beadjust the BIAS potentiometer
to obtain minimum voltage a s indicated on the

582 "C BIAS setting may be slightly low and will

make the r e s t of the scheduled temperatures in

the controlling range low. F o r this reason, we
-. recommend setting BIAS at 34 " and setting SLOPE
. a t 90 then checking temperature at 70 " throttle
O
,

pilot's breaker panel, and the fuel control circuit

breaker on the flight station distribution panel.

switch to CONTROLLED.
CH IS OPER-

Aaust the BIAS pot

but do not safety until the following maximum

power (SLOPE) adjustment is made and a recheck of both proves to be satisfactory.

connector 5-3 should be removed,and the engine

harness reconnected. This now leaves only one
cable from the test set connected, this is the J-1
wthermocoupleinput testn harness.

Position the throttle to 70 " a s indicated on the

engine coordinator. Make sure the emergency
'null switch is in AUTO.

Rotate the TEMP ADJ dial until it indicates at

least 15 graduations above the calibration card
equivalent of 803". This causes the control
system to receive an overtemperature signal
and the TD valve will move t o the "takev position to c o r r e c t for it. An assiatant should
be on the right side of the engine listening for
the movement of the valve. A screwdriver
against the TD valve casting will enable the
assistant to hear the movement.

JUSTING THE SLOPE

. .

Adjust the test set TEMP ADJ dial to the cali-

Adjust the SLOPE potentiometer on the engine

TEMPERATURE CONTROL relay box until a
minimum voltage is indicated on the test set

January

- February 1

Move the TD control valve switch on the flight

pedestal to NULL. This turns off .the power to
the amplifier and causes the TD valve to move
to NULL. Have an assistant listen for this
movement. It should take from one to three

5 Adjust the TEMP ADJ dial on the test set to at

6 Return the EMERGENCY NULL switch to NULL

least 15 graduations below the calibration card

equivalent of 803"(2. Position the EMERGENCY
NULL switch to AUTO. This cauraes the amplifier to rrense an undertemperature. Power is
returned to the amplifier when the NULL switch
is positioned to AUTO and the TD valve operates
to the "put" position. Again listen for movement of the TD valve.

and again listen for movement in the TD valve.

If TD valve movement is heard during all of the

above checks, i t can be assumed that the
EMERGENCY NULL system is operating satisfactorily.

Paneloc Fasteners
r e c e p t a c b , and within the receptacle, the
ternally threaded sleeve.

LOCATOR

To s e c u r e the fastener, you insert the stud

the receptacle's inner sleeve. Push in the stud
with a Phillips screwdriver, and give it a quarter
turn. This engages cams on the stud with mating
cams in the receptacle's inner sleeve. Then you
an tighten, and the stud and sleeve act like a bolt.
orquing causes the stud to turn and the inner sleeve
with it. As the inner sleeve turns, it is drawn
eeper into the receptacle; this preloads the stud.

True o r not, there's a modern-day fable about a

character who makes a comfortable living with one
simple little Msucker"bet. Seems he will walk up
to you, no matter who o r where you a r e , and bet
you a buck that your cigarette lighter will not light
on the first go. Ac
through experience that seven out of eleven lighters
will miss on the first try.
There a r e many such gimmicks. We think we have
found a new one. From the reports on it, it seems
like a safe bet that a healthy percentage of mechanics would fail in an effort to refasten an unlocked
~covjllPaneloc Fastener. Actually, it's very simple
after you've done it once.
What a r e these Paneloc Fasteners ? Technically
speaking , they a r e high strength, quick release,
rotary fasteners. Not-so-technically, they a r e
cam-locking fasteners that can be tightened. On
the C-130, AF54-1635 and up, Paneloc Fasteners
a r e used to install the ARC-34 and ARA-25 belly
antennas.
Take a look at the illustration of the Paneloc fastener. Our main concern is with the stud, the

o release the fastener, back off the stud a quarn, (There's a spring in the receptacle which
akes t h e stud pop out indicating "unlockedn.)
K. , what's the problem ? It should be obvious
now. When you r e l w e d the stud you didn' t back
off the inner aleeye. Now a s you try to secure the
fastener, the cams on the stud won't reach the cams
on the inner sleeve.

What do you do about i t ? Insert the stud into the

receptacle, push in on it with your screwdriver,
and back it off one o r two turns. This causes the
inner sleeve to back off bringing it out f a r enough
for re-engagement with the cams on the stud.
When the stud engages, it goes in very easily, If
it doesn't want to go, you can't force it. In fact,
trying to force it will only drive the sleeve deeper
into the receptacle.
One more point: There's no positive indication, no
ttfeeluto it, when the stud engages. The only way
to tell is to remove the screwdriver and s e e if the
stud pops back out.
Lockheed Service News

1
j

LOCKHEED, GEORGIA DIVISION, FIELD SERVICE DEPARTMENT ORGANIZATION

ALLISON DIVISION, GENERAL MOTORS CORP.,

INDIANAPOLIS, INDIANA
PH. eH 4-1511 Ext. 6262
P. E. "GENE" GUTHBIE
Indianapolis, Indiana, Ph. CH 4-7660

ELGlN AIR FORCE BASE, FLORIDA

PH. CH 3-3181 IW.6197

M. D. I*JACKwPRUETT
Volparaiso, Florida, Ph. QB 1-7487
Jack A. Ruelois
mrty 0. KratUoger

NREUX-FAUVILLE AIR FORCE BASE, FllANCE

ARDMORE AIR FORCE BASE, OKLAHOMA

E. Tait Hunter

ASHIYA AIR BASE, JAPAN

PH. 2358

H. D. SPRINa*
Mack K. Camon
Jim M. Certich

M. L. "Macw&Daniel
C. A. "Charlie"

Ph. 3122
F. J. Wxbr"
Oschenfeld
Ed OIRourke
Karl A. Porter
Joe M. Priest
Ned C. Rtdinga

BEMIDJI, MINNESOTA

W. C. *'BILL1'FLOWERS

CAMBRIDGE RESEARCH CENTER, MASS.

PH. CR4-6100 M. %lBl
R. N. "RUS8" KAWA
Bedford, MaseBohusetts, Ph. VO 2-4757

DOVER AIR FORCE BASE, DELAWARE

pH. 9211 Ext. 8261

R. E. "BOB" MORGAN
Greenwood, Delaware, Ph. -8

EDWARDS AIR FORCE BASE, CALIFORNIA

PH. 1101 Ext. 44591
BEN I. HALL, IlJ
Lancaster, California, Ph. WH8-1297

L. C. "Tueky" M4xgm

PALM BEACH AIR FORCE BASE, FLORIDA

PEL TE3-6401 M.81s
R N. KIPP*
West Palm Beach, F l r . , Ph. JU2-9645
Harvey N. B l w k
Park K W o n
T. !'EarlH Huddleston J.
,lJwmn

SEWART AIR FORCE BASE, TENNESSEE

PH. GL 9-2561 EX^. a132

R. D. "BO" M C I W E E L F
l&mfreeeboro, Term. Ph. TWH. E. "W"?'adcard
G. C. "Mike" Fepllell
R C. lgobtl LQwie
Hunter M. Soh8
Fran W. Navickaa

SHAW AIR FORCE BAS& SOUTH CABOLIMA

LANOLEY AIR FORCE BA!i& WaOlPaA
P E SP ~ - i lIlht.
~l
a
HAL L. GILREATH
Sumter, South Carolina, Ph, SP 5-1743

WARNER ROIlWS AIR MATERIEL AREA, OA.

R. F. "BOB" SAVAGE

WRIGHT-PATTERSON AIR FORCE BASE, OHIO

PH. KE '1111 Ext. 27211
R. W. "BOB" BORNHOLDT
Dayton, Ohio, Ph. 0L-6718

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CORPORATION
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