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Training Note for
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This training note has been prepared for Module 14 propulsion, Carcgory 82 iu accordance 'uvith the I

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syllabus prescribed in EASA Part 66 to fult-lll the requiremcnts of EASA Part147.
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Module - 14l Propulsion
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Module - 14l Propulsion

Issue No. 0lI
Revision No. 06
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Chapter 14.1

t4.1.1 Introduction 1-1

14.t.2 Definition and Terminology 1-1
I

t4.r.3 Forms of Mechanical Energy 1-5

t4.t .4 Newton's law of Motion 1-5
t4.t.5 Operating cycle t-7
t4.t.6 Thrust Equation t-9
t4.t.7 Construction and type of GTE 1-11
14.1.8 Principle of Operation l-47
t4.t .9 . Electronic Engine Control and fuel metering l=57
systems (FADEC) ,,,,,,,,.,,,,,,

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l4.l Turbine engines

L4.l.l.Introduction
An engine is a thermal device that converts heat energy into mechanical energy. Y..t
energyisprincipallyde4j-vedintheformoftondisutilized "ri"p!_
for
^Fs4@
necessary driving works. Some examples of such driving works by engine shafts are as
follows:

(i) Rotating the armature of a generator to produce ele_ctri"rty

(ii) Driving the propeller of an aircraft or a ship or driving the rotor of a helicopter.
(iii) Driving wheel axles of locomotives.

A gas turbine engine uses turbines to convert heat energy of a gas into torque; the gas is the
combustion-product produced by burning fuel in compressed air in its combustion chamber inside
the engine. A turbine is a rotary device with arrangement of series of blades around the periphery
of a wheel mounted on a shaft so that energy of the working fluid, when impinged over blades,
will rotate the wheel. In short, turbine is an energy transfer mechanism, transferring energy from
working fluid to its shaft in the form of rotation or torque.

In aircra.flt_aBBliciltion, an engine is a propulsi ve device that provides propulsive force (thrust) to

propel the aircraft forward overcoming atmospheric drag. Thus, as long as aircraft propulsion is
concerned, the objective of the aircraft gas turbine engine is not directly the work output at its
shaft but is the propulsive force. This is fundamental difference between the primary objective
furnished by the gas turbine engines in industrial applications and in the aircraft applications.
However, the basic aerodynamic and thermodynamic considerations are almost the same.

14.l.zDefi nitions and Terminologies

Force:

A Force is that which, when acting on a body which is free to move, causes it to move, or ta
o
conversely, that which stops, or changes the direction of a moving body. (Units: Newton or +,
o
Pound force). Force is produced when a mass is accelerated. Force : Mass x Acceleration (F : M 2
x a). Gravity, for example, is a force that attracts bodies towards the center of the earth at a rate qJ
ta
that will cause the object to increase its velocity by 32.2 ftlsec (9.81 m/sec) for each second the L
object is falling i.e. at the end of 2 sec, the speed would be 64.4 ftlsec (19.62 m/sec) and so on. -o
I

Figure 3Z.Zftlsec2 or 9.81 m/sec2 is called acceleration due to gravity and it is represented in U
formulas by the letter g. This value can be used to determine the amount of resistant an object of f-
C given weight offers to rnotion. When the weight is divided by the acceleration constant (g), the
+
!-.{

quotient is called the mass of the object i.e. Mass : w/g

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Module - 14 Pro ulsion

Issue No. 0l Revision No. 06
Cate o B] Pa e
Date: 09 June 2019
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Force is a vector quantity; that is, it has both magnitude and direction. When we speak of 1000 lb
(453.6 kg) of force acting on an object, we cannot know its effect unless we know the direction of
the force. Two or more forces acting on a body will produce a resultant force.
In Turbine Engine problems we often consider force to be produced by a fluid. In the English
system of measurement, force may be found by the formula: F : P x A where,
"
F - Force measured in pounds
P : Pressure measured in pounds per square inch
A : Area on which the force is acting, measured in square inch

Work:

Mechanical work is done when a force acts on a body and causes it to move through a distance.
In the English system of measurement, work may be found by the formula: W: F x d where,
F : Force measured in pounds
d : Distance through which the force acts, measured in ft
W :Work done measured in ft-pounds .,

i;:'
'':'::i: '

It is important to remember that work is

-accomplished
only when an object is moved some
distance by an applied force. For exampler'if ,,an,,gbject that .is,,pushed,as hard possible fails to
move, then by the definition, no work haSrbeen 6ffi:.

Example: A jet engine that is exerting 1000 lb of fo 144,480 Nl moves an airplane 10 ft [3 m].
,..::]
How much w is being accomplished? '''l''' ,,,,,,,,u;riii,,,,,,,,
Solution: Weknow, W :Fxd ii..,,, ,,ffilli.ffi,,,
I

.,:;,
,, - 1000 x l0
xiiiil,W: 10,000 ft . lb [13,560 N m]
Energy: tii,i,..'.... ""'.,.',,ilir r,..: ,.,,

Energy is defined as the capacity for doing work. In the Gas Turbine Engine this energy produces
both motion and heat. The energy that bodies possess can be classified into two categories:
o Potential Energy q
. o
Kinetic Energy +,
o
z
Potential Energt o
Potential energy exists within a body because of its configuration.or its posi tion. In a fluid
p otential 15O in the form of ressure . If the mass and height
, the potential energy can be determined from the formula: Ep : mgh or Ep : wh (since,
;;ffi U
o
L
--
o
Weight of an object: Mass of the object x Acceleration due to gravity) where, F-
w : Weight of the object in lb or Kg +
h : Height of the object in ft or m
t''{

Ep : Potential energy of the object in ft.lb or Kg.m

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Example: A 20,000 lb (9072 Kg) airplane is held 5 ft ( 1.52 m) off the floor by u jack. How much
e
energy does this system possess?

Solution: We know, Ep : wh
w : Weight of the object in lb or Kg
h : Height of the object in ft or m
So, Er: Potential energy of the object in ft.lb or Kg.m
: 20,000 x 5 : 100, 000 ft.lb (13,830 Kg:mi

Kinetic Energt

Kinetic Energy is possessed by a body because of its motion. Gases striking the turbine wheel
exhibit kinetic Energy. If the mass and speed of a body are known, the kinetic Energy can be
7
determined from the formula: Er )^u'or, Er o
wv2 where,
b

w Weight of the object in lb or Kg

V Velocity of the object in fVs or m/s
Ep Kinetic energy of the object in ft.lb

Example: An airplane weighing lb (2924 kg) has a:v,plocity of 205 mph(300 ftls) [330 km/h
v (91 .6 ,r/s)l.Find the Kinetic ".r1,,

t 1,
Solution: We know, E
Here, w:Weigh 6440 | ke)
v - Velocity of fl/s) [330 km/h (91.6 rrls)]
So, Er: Kinetic alrp
t
2X32.2
x 6400 x 3302
:9,000,000 ft.lb 11,244,7 00 Kg.rnl
o
o
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The Law of Conservation of Energy states that: "Energy can be neither created nor destroyed; o
only its form may be changed" i.e. the chemical energy of the fuel is converted to heat energy z
during combustion in the engine. The engine then converts this to mechanical energy for o
o
fulfilling its different purposes. L.
--
o
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Powerz
F-
+
Nothing in the definition of work states how fast the work is being done. Power is the rate of
a
F{

doing work or work done per unit time. Work is done as the piston moves in the cylinder. It is I

a
moved so many times a minute, and so the power can be measured. Energy is found by the (a
formula:
.4' lIJ

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ulsion
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,.,
t-
_ ForceXDistance
Time
i.e. P: t*d
t

Where,
P :
Power in ft.lbs per seconds (ft.lbs per minute) [Jouls per seconds (Watt)]
F: Force in seconds
d : Distance through the force acts in ft or m
t : Time in seconds or minutes
Power may be expressed in any one of the several ways, depending on the units used for the
force, the distance, and the time. Power 'is -often expressed in units of Horsepower. One
Horsepower (HP) is equal to 33,000 ft.lb/min [4554 Kg.m/min] or 550 ft.lbs/s [69Kg.m/s]. In
other words, a I HP motor can raise 33,000 lbs a distance of 1 ft in 1 min or 550 lbs a distance of
1 ft in 1 s. Therefore,

Powe (ft.lb/min) _ Power(ft.lb/s)

1 HP: 33,000 550

Example: A 5000 lb 12250 Kgl weight is li of 10 ft [3 min) in2 min. How much
horsepower is required?
Solution: We know, P :
T
_ 5000Ib x 10 ft
2 min
: 25,000 ft.lb/min 13457
ft.lb n _ zs,ooo(ft.lblmin) :0.75 o, 1
Therefore, Power in Horsepower
33,000 4

Accelerationz

Acceleration of a as an increase of velocity with respect of time.

However, since vel acceleration describes the rate of change of both the
magnitude and the . The definition is not based on the distance travelled, but
on the loss (Deceleration) or leration) of velocity with time. Acceleration is found by
the formula:
o
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Acceteratlon : Change in motion
z
u"it rf t"""
o)
_ Final velocity-lnitial velocity
o
Time L
50, a: T v-u )
-l

o
Where, a - Acceleration in (fl/s)/s [(m/s)/s] i.e. fl/s2 U
[-/s,]
u - Initial velocity in fi/s [n/s] f.
$
v: Final velocity in fl/s [rrls] t{
t: Time in seconds i.e. s
ct,

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Deceleration is the decrease of velocity with respect of time and it is found in the same way as
acceleration, but by subtracting the final velocity from the initial velocity. Therefore, we can say
g
"negative acceleration will be treated as deceleration".

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Momentum:

Mass times the velocity or mv defines momentum. It is the property of a moving body that
determines the length of time required to bring it to rest under the action of a constant force.
Large objectives with a lot of mass but very little velocity can have a much momentum as low-
mass objectives with very high velocity. A boat must dock very slowly and carefully beiause if it
touches the dock very gently, it may crush it. On the other hand, a bullet weighs very little but its
penetrating power is very high because of its high velocity.

14.1.3. Forms of Mechanical Energy

Mecbanical energpsray be subdivided into three different forms; potential eryJgL (Er), strain
energy and kinetic energy (Er).
1-

Ep is the energy possessed by a body by virtue of its position, relative to some datum. The change
in Ep is equal to its weight multiplied by the change in height. Since the weight of a body is mg,
-
then the change in En may be written as: Change in AEp - mgAh which of course is identical to
the work done in overcoming gravity, So, the work done in raising a mass to a height is equal to
the Ep it possesses at that height, assuming no external losses.

Er is energy possessed by a body by virtue of its motion, Translational Er i.e. the Er of a body
travelling in a linear direction (strAig line) is:
,,

Translational Kinetic Energy, Er : !.^u' - | lUass X Veloiit1')

or, Er : a *u' (since Mass of an object -, Y"tlltot,"n ?ojfr'1,,'=,).
I

Flywheels are frer+i wheel-shipteh *usses fitted to shafts in order to minimize sudden variations
in the rotational speed of the shaft, due to sudden changes in load. A flywheel is therefore a store
of rotational Er.
Rotational Er can be defined in a similar manner to translational Er, i.e. Rotational nr : ]
2
t o2 J
'li'::f
Where, I :mass moment of inertia (which you met when we studied torsion) o
o
o : Angular velocity of the rotating object in radls. +,
o
z
15.1.4. Newton's laws of motion o
o
Ii
The fundamental laws of jet propulsion were demonstrated many years ago by recognized, )
,l

o
scientists and experimenters. These laws, and the equations derived from them, must be discussed (J
in order to understand the operating principle of the gas turbine engine. Foremost among these F.
scientists was Sir Isaac Newton of England, who derived three laws pertaining to bodies at rest +
t{
and in motion and the forces acting on these bodies.

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ulsion
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Newtonts first law states that "A body (mass) in a state of rest tends to remain at rest, and a
body in motion tends to continue to move ata constant speed, in a straight line, unless acted upon
I
by some external force." The portion of the law that states "a body in a state of rest tends to
remain at rest" is acceptable from our own experience. But the second part that states "a body in
motion tends to remain in motion at a speed and in a straight line" is more difficult to accept.'For
example, the less friction that a bearing offers, longer a wheel will coast. Therefore, according to
law, if all friction were removed, the wheel coast forever.

Newton's second law of motion says that "An unbalance force on a body tends to produce an
acceleration in direction of the force and that the acieleration, ii is directly proportional to the
force and inversely proportional to the mass of the body."
F
a-;
Where, a : Acceleration of the moving body

A ball thrown with a force that accelerates it at the rate of 50 ft/s2 115.2.4t'm/s2l will need double
this force accelerate the ball to 100 fVs2 [30.48 m/s2]. Onother hand, if the mass of the ball is
doubled the rate of acceleration would be halved, or 25 U.62 m/s2l.If each side of the equation is
multiplied by m, then F : ma

force".

e exerted one body on another, while the reacting force means

the firs forces always occur in pairs but never cancel each
act on different objects. Examples of the third
. When a n jumps from a boat, it is pushed backward with
same force that pushes It should be noted that the person gains the same
amount of momenfum as ved, but in the opposite direction
o
The equation for momentum equals mass times velocity. Since the momentum of both the person o
+,
and the boat be equal, then mrv t: m2Y2 o
z
o
Example: A man weighing 150 lb [68.04 kg] jumps from his boat to shore at a velocity of 2 ftls o
k
[0.61 -/r]. If the boat weighs 75 lbl34.Ozkgl, what will be its velocity? )
-l

o
U
Solution: We know,mrvr : m2v2
D-
Here, ml : Mass of man : wtlg, (Weight of man, wl : 150 lb) +
a
F{

vr : Velocity of man to jr-p - 2 ftls

m2. : Mass of boat : wzl g, (Weight of boat, wz
: 75 lb) tt)
vz: Velocity ofboat:? E:
'f6,w, vz: (mr/mz) vr
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 Banglades h Airlines Training Center BATC
So, vz - (wr/wz) ,, : (15017 5) x2 - 4 ft/s
14.1.5. Operating cycle (The Constant-Pressure Engine)

A cycle is a process that begins with certain conditions and ends with those same conditions- The
Brayton cycl e describes the events that take P lace in a turbine as the fuel release its
enerqv. When energy is added, the air rernains at a relatively constant pressure, but its volume is
increased which increases the velocity of the air as it leaves the engine
---4J

Cold bypnss air

Combustion
I stageidsfirEdi*te cfmmber Tlnbirc: -
mm_9C
FfiSsUrc COIISfeE3O( HPlslaSp -lsm"C
50 - 3mrc IP lstage -lAX)eC
Enn- low pressure 6 stap high p$Brslr€ l-P 5stsp -gmqc
cCImres8tr comrrass{]r
-50toil0t 300- 650 {

Figure l4.l .1 .: The principle GTE- Suck, Squeeze, Bang, and Blow
,

rayton

P
Fuel tn
-----{>
3 qin la
s a
Work
Fou,t .' \ o
TLrrbine
l** o
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I 4 q out 1 z
I q out
o)
Fresh Air Exhawt o
gasses 'Fs Diagram L
P-v Diagram
)
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Figure 14.1.2: Idealized Brayton cycle (No Inlet duct and Exhaust pipe is installed) F-
+
t'{
Adiabatic compression (in compressor). Process: 1-2 I

Isobaric (constant pressure) process heat addition (in combustion chamber). Process:2-3
a
(t)
J Adiabatic expansion (in turbine). Process: 3-4
.- ,.Jsobaric (constant pressure) heat rejection (exhaust). Process: 4-1 ET

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Brayton cycle for a Gas Turbine Engine

The four continuous events shown on the pressure volume graph of (fig 14.1.3) are intake,
ggryElrs$l0n-exp4xslan, an{ exhaust.

Intake: The air entering the inlet duct of the engine is at essentially ambient pressure. Ultimate
goal of an Air Inlet Duct designer is to recover the total pressure of the air passing thru' it. The
static pressure thru' the Air Inlet Duct increases slightly in the process 0-2.

Compression: The thermodynamic ( adiabatic colrr sion) process 2-3 shows that the air
pressure rises from ambient as the compressor does work (-re) on the air. HeJe work is done on
the surrounding (compressor). Co ssor increases the and
decreases volume of the air passing thru' it.

Expansion: When energy is added to the air from the fuel burned in the combustion chamber, the
preSSUre remains relatively eens 1, but the vo lnc atl in accordance with isobaric
process 3-4.It is because of this characteristic that the Brayton cycle is called a constant pressure
cycle. But in practice the exit of a combustion chamber is slightly naffow to speed up the flowing
gases which cause decrease in pressure.

Combustor
p
V-Vdune 3 T-Ten?erdre 3
p - prBBA.]e p ' [rllSSSIe Turbine
a
adiabatic process s - €rtopy Corrdrustor
Nozzle
p 5
T Po

Tu#ine

Nozzle I

Cornpessor
0
8 l{d€t

s o
v lnlet o
*,
o
2
Figure 14.1.3: Brayton cycle (Inlet duct and Exhaust pipe is installed) o
o
k
)
I

Exhaust: When the heated air leaves the combustion chamber, it passes through the turbine o
where the pressure drops, but its volume continues to increase and it is expressed as
U
f-
thermodynamic (adiabatic expansion) process 4-5. The buming gases ltave heated the air and +
t
expanded it greatly, and since there is little opposition to the flow of these expanding gases as !..1

they leave the engine, they are accelerated greatly Here work is the I

surrounding (turbine) . So the work done is *r,e. Some of the energy is extracted from the exiting
V)
gases by the turbine and this is used to drive the accessories and the various engine accessories
.,'lll
(Figure 14.1.4). Becarrse_tle turbine and compressor are on the same shaft, the work done on the
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turbine is exactly equal to the work done by the compressor and, ideally, the temperature change
is the same. The nozzle (converging exhaust system where the pressure continues to drop to
ambient and the velocity continues to increase) then brings the flow is entropically back to free
stream pressure from station 5 to station 8. Externally, the flow conditions return to free stream
conditions, which complete the cycle. In this cycle, work is accomplished by increasing the
velocity of the air as it passes through the engine. The area under the T-s diagram is proportional
to the useful work and thrust generated by the engine.
PHOPELLING NOZZ

..4ln
INTAKT

.
COMPHISSION COMBUSTION EXPANSION EXHAUST

SeS C tb lsq rrr

30*s
a$s0
r{}TAl PRE$SURf; -r"f
3C*c
1S*C ?tr

10#s
$*3*
so
,- *- i : rr i
.t' :E!"r"-*'*

0
TYP'CAL SINGLI-SFOOL AXIAL FLOW TURBO.JET INGINE
F 14.1.4: Gas fl ow diagram

After the ai1lglves-tbe turbine, it SCS a tem where theplgssure

continues to t and the . In this cycle, yor\ is a

vel as it passes through the engine.

14.1.6 Thrust eq

Gross and Net Thrust ,,',,,,,,,

Gross thrust, is the thrust producned when the engine is not in motion. The true acceleration of the
gas within the engine is the diffelience in velocity between the air in the inlet duct, and the air as it o
q)
leaves the exhaust nozzle, and this difference is used in computing net thrust. The 'loss in thrust +,
o
involved in taking the air in, at the front of the engine is known as the ram drag. The net thrust is z
-:7-
the gross thrust minus the ram drag. (I)
o
Therefore, },:'Fg - F, L
Where,Fr:Nffi )
-l

o
Fe: Gross thrust (J
F.: Ram Drag (Momentum drag) F-
+
t{
Engine inlet air velocity times the mass of airflow is the initial momentum. The faster the aircraft
goes, the greater the initial momenfum and the less the engine can change the momentum. We
can calculate the net thrust by the formula:

Module - 14l ulsion Categoryl B2 Page l1- 10

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Fn : mvj - mvi : the acceleration of the gases through the engine
Where, mvj : gross thrust or momenfum of exhaust gases (i.e. Fg)
!
mvi : ram drag or momentum of incoming air due to aircraft speed (i.e. F).

Thrust Formula
Let us con"sider the aircraft speed is vi ftlsee and jet velocity is v.1, ftlsee and weight of air flow
through engine is wu lb/sec. The initial momentum is (wr/g)v; and the final momentum is (wr/g)v3.
Therefore, the net momenfum thrust i.e. Fn : outgoing momenfum - incoming momenfum

rwawa
.Fn : o'o
- ... (i)
-Vi
bb -Vi
i.e.Fn: ... (ii)
T(v3-vr)

Where, wa: weight of air flow in pounds

vi : inlet velocity of air in feet per second
v; : final (Jet) velocity of air in feet per s
g : acceleration due to gravity (32.2

Since fuel adds same formula must be

appl ied to the of the fuel as ed of , and this must be added to
the basic thrust equation(i). So we will get:

f wavi wavi-r wf
Fn
-Dbb
o'oo - vf
a :(;-wa vj+ wf vf)
wa.
:?(v1-vi

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ulsion
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14.1.7 Construction and Types of Gas turbine Bngines

A typical gas turbine engine consists of:

1 An air inlet,
2 Compreissor section,
3 Combustion section,
4 Turbine section,
5 Exhaust section,
6. Accessory section, and
7. The systems necessary for starting, lubrication, fuel supply, and auxiliary purposes, such
as anti-icing, cooling, and pressurization.

Cas tu*ine e"gines.can be classified according to SSOT the path the air
*- through the engine, the way the
takes tracted or used.

pomprellorlypes fall inlqthres cat-egories :

-L.,--

r; '01 . Centrifugal Flow Compressor \i

, l7.Axial
/
Flow Compressor
, .'03. Axial-Centrifugal Flow Compressor

In addition, power usage produces the following engine divisions:

t

01. Turbojet ,,,:

02. Turbofan

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Turbojet Engine

a
The modern turbojet engine is built with many variations, but the basic components are still the
compressor, thg combustqr, and the furbine. .:=---

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A modern turbojet engine produces its thrus t frorn the acceleration of the fl . Air
enters the engine inlet and flows into the compressor where its pressure is increased. Fuel is
added in the combustor where it is ignited and burns, expanding the gases. As the expanded
gases flow out of the engine, they pass through the turbine where part of their energy is given up
to spin the turbine which drives the compressor.'Energy that remains in the gases as they leave
the tail pipe iS in the form of velocity energy, and this produces the reaction we know as thruSt.

INTAKE COMPRESSION COMBUSTION EXHAUST

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Turbojet engine

A turbojet deriv of air, all of which goes through the

engine. S lnce a an acceptable amount of thrust, the
turbine of a turbojet is designed to extract only enough po wer from the hot gas stream to drive
q
the compressor and accessories. All of the propulsive force produced by a jet engine is derived o
from the imbalance of forces within the engine itself. +,
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turbojet characteristics and uses are as follows: o
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01. _T ow fhnrsf ^f lnr', fnn..^'4 SpeedS. --
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02. Relativel h thrust-s ific fuel co oIl SFC ) allsrlrcltihrdes and airspeeds, U
a@atS9reffi as the altitudes and ai ds increase. F-
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, 04. Sry[f.""t"t resulting in low drag and redr-rced ground-clearance problerns.

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06. Ability to take advantage rall1- ressure rattos

Module -
Issue No. 01
14 Pro ulsion
|
Revision No. 06
Categorr'l 82 Page lt-
D:rte: 09 June 20L9
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 Bangladesh Airlines Training Center BATC
07 . The turbojet engine has problems with noise and fuel consumption in the speed range
that airliners fly (0.8 Mach).
The characteristics s t that the turbojet engine would be best fol high-speed, -altitude,
F
tance fli S.

Air Entrance

The air entrance is designed to conduct incoming air to the compress or with a minimum ener gv
loss resulting from drag or ram pressure loss; that is; the flow of air into the compressor shoul4
be free of turbulence to achieve maxgnum operating efficigncy. Proper inlet design contributes
materially to aircraft performance by increasing the ratio of compressor discharge pressure to
duct inlet Dressure.

This is also referred to as the co SSOT sure ratio. This r atio is the outlet oressure divided
-,'.
by the inlet pressure. The amount of air passing through the engine is dependent upon three
\,
factor$.
w4.The compressor speed (rpm)
-

Turbine inlet type is dictated by the type of gas turlin. engine. A high-bypass turbofan engine
inlet is completely different from a turboprop or turboShaft inlet. Large gas turbine powered
aircraft almost always have a turbofan engine. The inlet on this type of engine is bolted to the
front (A flange) of the engine. These engines are mounted on the wings, or nacelles, on the aft
fuselage, and a few are in the vertical fin.

A typical turbofu inlet can,be seen in Figure 14.1.5. Since on most modern turbofan engines
the huge fan is the first part of the aircraft the incoming air comes into contact with, icing
protection must be provided. This prevents chucks of ice from forming on the leading edge of
the inlet, breaking
and is ducted ice from If inlet guide vanes are used to q
straighten the air flow, so have anti-icing air flowing through them. The inlet also. o
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contains some sound-reducing materials that absorb the fan noise and make the engine quieter o
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Module-14 lPropulsion
Issue No. 01 | Revision No. 06
CategorylB? Page 11- 14
Date: 09 June 2019 v
 , Bangladesh Airlines Training Center BATC

q
Figure 14.1.5:

Compressor Section

The compressor section of the gas tur primary function is to

supply air in sufficient quanti to satisfy the ts of the combustion burners.
Specifically, to fulfill its sor
received from the air inlet duct, it to burners in the quantity and at the
pressures required.

A secondary pres various purposes in the engine

and aircraft. The of the various pressure stages of the compressor.
The exact location edp IS, course, dependent on the pressure or temperature
required for a parti The small openings in the compressor case adjacent to the
particular stage from whic to be bled; thus, varying degrees of pressure are available
simply by tapping into the te stage. Air is often bled from the final or highest pressure q
stage since, at this point, pressure and air temperature are at a maximum. o
P
At times it may be necessary to cool this high-pressure air. If it is used for cabin pressurization o
2
or other purposes to which excess heat would be uncomfortable or detrimental, the air is sent
o
through an ti it enters the cabin. q
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Compressor Types o
U
The bvo priqcipal types of compressors currently being used in gas turbine aircraft engines are f-
gentrifi€aHow and=axial flow. The centrifugal-flow compressor achieves its purpose by tf
F{
picking up the entering air and accelerating it outwardly by centrifugal action. The axial-flow
compressor compresses air while the air continues in its original direction of flow, tf,USgglll]rrq-
the . The components of each of these two types of compressor have
their VI ctions in the compression of air for the combustion section. A stage lna
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sor ls consl

v
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Module - 14l Propulsion Categoryl 82 Page 11- 15
lssue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
C entrifugal- F low rs
C o mpre s so
The centrifugal-flow compressor consists of an impeller (rotor), a diffuser (stator). and a
compressor manifold. [Figure I 4. I .6J compre ssors hav eahighp ressure nse
stage that can be around 811. Generally centrifugal com ors are limited to two sta
-;-
efficiency concerns. The two_ marn_functional elements are the jr-npeller and thg diffuser.
Although the diffuser is a seiparate unit and is placed inside and bolted to the manifold, the Sntire
assembly@d)is referred to as the diffuser.

For clarification during compressor fami"liarization, the units are treated individ.galty: The
iupeller is usually made from fo d aluminum alloy , h.pt t*199, machined, and smoothed for
minimum flow restriction and turbulence.

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Air outlet dbow r*ith tumirg Yanes

lmpeller Difluser Scmpressar manilold for reductng air pressure-lceses

Figure 14.1.6. (A) nents o compressor; (B) Air outlet elbow with
turning vanes for es.

In most types, ller a single forging. This type impeller is shown in

te the air outw
The principal differences
The deuhle-entry tvpe has
a smaller d4meter, but is assure sufficient o
o
airflow. The single-entry impeller, shown in Figure l4.1.7,permits convenient ducting directly +,
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to the impeller eye (inducer vanes) as opposed to the more complicated ducting necessary to z
reach the rear side of the double-entry type. Although sli more efficient in air, the o
q
rir€Iglltryjgpeller must bg_Large in diameter to deliver the same quantity of air as the double- L
entry type. This, of course, increases the overall diameter of the engine. )
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Module -14l Propulsion
Issue No. 01 Revision N o.06
Categoryl B2 Page l1- 16
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC

!q
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' Figure 14.1.7: single entry centrifugal compressor

The diffuser is an annular chamber provided with a number of \/anes forming a series of
divergent passag es into the manifold. The diffuser vanes direct the flow of air er eller
to the manifold ,t an ar to retain the 2-X1 mll ount of en ergy imparted by the
impeller. They also deliver the air to the manifold at a velocity and'pressure satisfactory for use
in the combustion chambers. Refer to Figure 14.1.6A and note the arrow indicating the path of
airflow through the diffuser, then through the manifold.

velocity energy. The stator blades act as diffusers at each stage, partially converting high
velocity to pressure. Each consecutive pair of rotor and stator blades constitutes a pressure stage. q
The number of rows of blades (stages) is determined by the amount of air and total pressure rise o
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required. s. Most o
engines utilize u to 16 sta s and ore. z
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The stator has rows of vanes, which are in turn attached inside an enclosing case. The stator k
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vanes, which are stationary, project radially toward the rotor axis and fit closely on either side of o
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each stage of the rotor blades. In some cases, the compressor case, into which the stator vanes
f-
are fitted, is horizontally divided into halves. Either the upper or lorn'er half may be removed for $
t'{
inspection or maintenance of rotor and stator blades.
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The function oI the stator valles is to r e eive air from ttre air i L1- ch lng
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stase and increase Llre dde liver it to the next st;Ige at the correct velocitr
+ 1l

and pres sure. They also control the direction cf air to each rotor stage to obtain the maxlmulll
rit

Module - 14l Prop ulsion

Issue No. 01 |
Revision No. t;6
Ca t) r\ 82 Pa e L- 17
D:rte: 09 June 2019 v
 Ban ladesh Airlines Trainin Center BATC
possible compressor blade efficiency. Shownin Figure l4.l.B are the rotor and stator elements
of a typical axial-flow compressor.

The first stage rotor blades can be preceded by an inlet guide vane assembly that can be fixed or
variable. The guide vanes direct the airflow into the first stage rotorblades at the proper angle
and impart a swirling motion to the air entering the compressor. This preswirl, in the direction of
engine rotation, improves the aerodynamic characteristics of the compressor by reducing drag on
the first stage rotor blades. The inlet guide vanes are curved steel vanes usually welded to steel
inner and outer shrouds. At the digcharge end of the compressor, the stator vanes are constructed
to straighten the airflow to eliminate turbulence.

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These vanes are called straightening vanes or the outlet vane assembly. The'casings of axial- 2
flow compressors not only support the stator vanes and provide the outer wall of the axial path o
q
the air follows, but they also provide the means for extracting compressor air for various lr
purposes. The stator vanes are usually made of steel with corrosion- and ersrsion resistaqt -)
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qtratities. Quite frequently, they are shrouded (enclosed) by a band of suitable material to (J
simplify the fastening problem. The vanes are welded into the shrouds, and the outer shroud is F.
secured to the compressor housing inner wall by radial retaining screws. The rotor blades are +
t{
usuallymadeofstainlesssteelwiththelatterstagesbeingmadeoftitani^um.The@
attachmenttffiuuri"r,t-rtffiu." "o rlb-
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Ipelrr fiIjree
methods. [Figure 14.1.9J The blades are then locked into place by differing
methods. Compressor blade tips are reduced in thic_lness by cutouts, referred to as blade lI]

Module-14 lProp4qr!q
Issue No. 01 |
Revision No. 06
Categorvl 82 Page l1-
Date: 09 June 2019
18

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 Bangladesh Airlines Training Center BA?C
profiles. These profiles prevent serious damage to the blade or housing should the blades contact
the compressor housing. This condition can occur if rotor blades become excessively loose or if
rotor support is reduced by a malfunctioning bearing.

Even though blade profiles greatly reduce such possibilities, occasionally a blade may break
under stress of rubbing and cause ionsiderable damage to compressor blades and stator vane
assemblies. The blades vary in length from entry to discharge because the annular working space
(drum to casing) is reduced progressively toward the rear by the decrease in the casing diameter.
[Figure 14.1.10J This feature provides for a fairly constant velocity through the compressor,
which helps to keep the flow of air constant.

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Figure 1 SI compressor blade attachment to the rotor disk.

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Issue No. 01|
ulsion
Revision No. 06
Categoryl 82 Page l1- 19
Date: 09 June 2019 v
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 B h I tn BATC

Air flow
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Air llon

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Figure 14.1.10. Drum-type compressor rotor.

f@ither drum-hr,p,g or disk-type tion. The drum-type rotor consists of

rings that are flanged to fit one the other, wh entire assembly can then be held i

together by through bolts. This o ONISS a for low-s d

where es are low. e consists of a series of disks machined
from over a shaft, with rotor blades dovetailed into the disk
rims. Another f ro is to machine the disks and shaft from a single
aluminum and bolt steel stub shafts on the front and rear of the assembly to
provide bearing support for joining the turbine shaft. The drum-type and
disk-type rotors are illustrated in Figures '14.1.10 and l4.l.l l, respectively.
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Issue No. 01
14l Propulsion
Revision No. 06
Categoryl 82 Page ll- 20
Date: 09 June 2019 v
 Ban h Airlines Trainin g Center BATC

a Rotor hlade Stator blade

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Figure 14.1.1 1. Disk-type compressor rotor.

One version of the solid-spool (one spool) compres sor uses variable inlet gul de vanes. Also , the
a
first few rows ffivariable. The main difference between variable inlet guide
vane_(YIGV) and a ble stator vane is their position with regard to the rotor blades
VIQY-arc-in front of the rotoril ades, and 6 the rotor blades. The andes 9f the
inlgfgid-9-yarct and the firstlrevcralstages of the stator vanes are can be variable. During
op.Uqlion, air enters the front of the engine and is directed into the compressor at the proper
angle by the variable inlgljuide-axd directed by tbe--\rsv*The air is compressed and forced into
the combustion section. A fuel nozzle that extends into each combustion liner atomizes the fuel
for combustion. These variables are controlled in direct relation to the amount of power the tn
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engine is required to produce by the power lever position. +,
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Combustion Section 0)
ta
The combustion section houses the combustion process, which erafure of the air L
plssing though th. ine. This process releases energy contained in the airlfuel mixture. The -o
major part of this energy is required at the turbine or turbine stages to drive the compressor. L)
About 213 of the en ergy is used to drive the enerator c The remainingtergy f-
a
passes through the remaining t,urbine stages that absorb more of the energy to drive the fan, +
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output shaft, or propeller. Only the pure turbojet allows the air to create at!-Ihe thmst or
ptJpulsion Uy ofa t. These other engine
types have solne jet velocity out the rear of the engine but most of the thrust or power ls v1

t{
Module - 14l Propulsion
Issue No. 01|
Revision No. 06
Categ 0t'v I BZ Paqe L-
Date: 09 June 1019
2l
v
 Bangladesh Airlines Training Center BATC E

generated by the additional turbine stages driving a large fan, propeller, or helicopter rotor
blades.
The primary function of the combustion section is, of course, to burn the fueliair mixture,
thereby adding heat energy to the air. To do this efficiently, the combustion chamber must:
o Provide the means for proper mixing of the fuel and pir to assure good combustion,
. Burn this mixture efficiently,
. Cool the hot combustion products to a temperature that the turbine inlet guide
vanes/blades can withstand under operating conditions, and
' o Deliver the hot gases to the turbine section.

The tion section is di and the turbine

P!o.,'.ThecombustionchambersarealwaysarrauEg@]ywiththecompressorand
turbine regardless of type, since the chambers must be in a through-flow position to function
efficiently. All combustion chambers contain the same basic elements:
*);
(_,4. Laslng
dT Perforated inner liner :.:,
yr{Sudinjection system ,

,4'. So e means for initial ignition ,,,i,, ,::

There are currently three basic,types of combustion chambers, variations within type being in
detail only. These types are: :

,,*. Can type/Multiple combustion chamber

2. Can-annular type/Tubo-annular
'3. Annular type a

Can type/Multiple combustion chamber

o
air is directed by ducts to pass into the individual chambers. Each chamber has an inner flame o
+r
tube around which there is an air casing. The air passes through the flame tube snout and also o
between the tube and the outer casing. The sep arate flame tubes are all interconnected. This z
allows each tube to operate at the same pressure and also allows combustion to propagate around o
o
the flame tubes during engine starting. li
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Module - 14 Pro ulsion
Issue No. 01 Revision No. 06
Ca
o
o B2P t-
Date: 09 June 2019
22
v
 Bangladesh Airlines Center BA?C

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Figure l4.l.l2: can type combustion chamber
E]

Module -14l Propulsion

Issue No. 01
|
Revision No.06
Categoryl B2 Page ll- 23
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
C an-annular/Tubo-annular type
The tubgUkr combustion chamber ap between ths-nultlple. and
annulartyfes. A number of flame tubes are fitted inside a common air casing (fig. 14.1.13). The
airflow is similar to that already described. This affangement combines the ease of overhaul and
testing of the multiple system with the compactness of the annular system.

Annular combustion chamber

This type of combustion chamber consists of a single flame tube, completely annular in form,
whichiscontainedinaninnerandoute,"u@).The"airflowthroughtheflame
tube is similar to that already der"riUed, tfr-".f,amber being open at the front to the compressor
and at the rear to the turbine nozzles.

The main ad e of the is that, for the*@ th. lzuIb-qfth.

chamber is onl v 75 er cent of that of a tubo-annular resulting in
of the same diameter,,+-
considerable sa o IS the _elimination of
combustion m

In comparison with a tubo-annular combustion system, the wall area qf a compa ular
chamber is much less; conse quently the of coolin air
g to prevent the burning of
the flame tube wall is less, by approxi 15 This u on in cooling air raises the
<__
combustion efficiegcy (para. rtually eli unburnt fuel, and oxidizes the carbon
monoxide to non-toxic carbon llution.

OuUet ducts

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Figure 14.I.13: Can-annular type c^gmbustion chamber
EI

Module-14 lPropulsion
Issue No. 01 Revision No. 06
Ca B2P
Date: 09 June 2019
e r- 24
v
 Airlines Center BATC
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Module-14 lPropulsion
lssue No. 0lI
Revision .'ir. 06
C:r fe c B2 P:r (, e 1- 25
Date: 09 June 2019
C,

v
 Bangladesh Airlines Training Center BATC
Turbine Section

The turbir. t.@!qsa. portion of the kinetic (vsloc;ty) energy Jhe exhaust gases into
mechanical e".'gy to drive the gas generator compressor and accessories. The so-lg purpgse of
the gas g enerator turbine is to absorb a ximately 60 to 70 percent of the total Dressure
ri- energv
9/

fiom the exhaust gases. The exact amount of energy absorption at the turbine is determined by
the load the turbine is driving (i.e., compressor size and type, number of accessories, and the
load applied by the other turbine stages). These turbine stages can be used to drive a low-
pressure compressor (fan), propeller, and shaft.

The turbine section of a gas turbine engine is located aft, or downstream, of the combustion
chamber. Specifically, it is directly beEind the combustion chamber ou tlet. The turbine assembly
consists of two basic elemenJs: turbine inlet de vanes and @t!*lades . [Figures 14.1 .1 5
--
and 14.1.16J The stator element is known b y a variety of names, of which fur,hirl. i"l"t .^-{e
+44st turbine inlet -
s, and nozzle diaphragm are three of the most commonly used.

The turbine inlet nozzle vanes are located directly aft of the combustion chambers and
immediately forward of the turbine wheel. This is the highest or hottest temperature that comes
in contact with metal components in the engine. The turbine ifilgt temperature must be controlled
or damage will occur to the turbine inlet vanes.

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Module - 14 Pro ulsion
I e No.01 Revision No. 06
Ca B2P r- 26
Date: 09 Jnne 2019 v
 !

B h Airlines Traini Center BATC

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Issue No. 01
- 14l Propulsion
|
Revision No. 06
Catesoryl B2 Pase ll- 27
Date: 09 June 2019 v
 la A BATC

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Figure 14.1.16. Turbine blades.

After the combustion chamber has introduc.d '$".,,,.heat energy into the mass airflow and
delivered it evenly to the turbine inlet nozzles, the"fio;itzzles must prepare the mass air flow to
drive the turbine rotor. The stationary vanes of the turbine inlet nozzles are contoured and set at
such an angle that they form a number of smarl:o discharging gas at extremely high speed;
.r:r"s
thus, the nozzle convertr,,.u varying portign of the heat and pressure energy to velocity energy
that can then be converted"to mechanical energy through the turbine blades.

The second purpose of the turbine inlet wazzle is to deflect the gases to a specific angle in the
direction of turbine wheel rotation. Since the gas flow from the nozzle must enter the turbine
blade passageway while it is still rotating, it is essential to aim the gas in the general direction of
turbine rotation. The turbine inlet nozzle assembly consists of an inner shroud and an outer
shroud between which the nozzle vanes are fixed. The number and size of inlet vanes employed o
o
vary with different types and sizes of engines. Figure 14.1./7 illustrates typical turbine inlet P
o
nozzles featuring loose and welded vanes. 2
o
o
The vanes of the turbine inlet nozzle may be assembled between the outer and inner shrouds or k
rings in a variety of ways. Although the actual elements may vary slightty in configuration and )
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construction features, there is one characteristic peculiar to all turbine inleLrez-les: thg{ozzle (J
vanes
,.
mustl be constructe anslon f-
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Otherwise, there would be severe distortion or warping of the metal components because of
rapid temperature changes.
(r)

The thermal expansion of turbine nozzles is acco lished methods. One EI

Module-14 lPropulsion
Issue No. 01 | Revision No. 06
Categoryl 82 Page l1- 28
f)ate: 09 June 2019 v
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 Ban a des h A I rII n CS Tra I n I Center BATC
method necessitates loose assembly of the su DD inner and suter vane shr.ouds
[Figure l4.1.l7AJ
a

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A. Turbine nozzle vane as,semblv with loose -fittino vanes

a r ffit

B. Turbine nszule vane a$sembly Yyith welded vanes

Figure l4.l.I7 . Typical turbine nozzle vane assemblies.

Each vane fits into a contoured slot in the shrouds, which conforms to the airfoil shape of the
vane. These slots are slightly larger than the vanes to give a loose fit. For further support, the
inner and outer shrouds are encased by inner and outer support rings, which provide increased
o
strength and rigidity. These support rings also facilitate removal of the nozzle vanes as a unit. q)
+,
Without the rings, the vanes could fall out as the shrouds were removed. o
2
Another method o ermal ex .nston cons is to fit the vanes into inner and outer o
q
sQguds; however, in this method the vanes are welded or ri veted into position. [Figure L
)
-,
1 4.1.1 7BJ o
U
Some means must be provided to allow thermal expansion; therefore, either the inner or the I
outer shroud ring is cut into segments. The saw, cuts separating the segmeuts allow sufficient Fi
expansion to prevent stress and warping of the vanes. I

t
tl,
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Module-l4 lPro
Issue No. 0l I
ulsiorr
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Cat or' B2 fla e
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r-29 I

v
 Ban ladesh Airlines Trainin Center BATC

!1

W-T

.S

r ffi

Figure 14.1.18. Rotor elements of the turbine assembly.

ffr. consists essenti [Figure

14.1.18J The turbine wheel is a dynamically balanced unit consisting of blades attached to a
rotating disk. The disk, in turn, is attached to the main power-transmitting shaft of the engine.
The exhaust gases leaving the turbine inlet nozzle vanes act on the blades of the turbine wheel,
o
causing the assembly to rotate at a very high rate of speed. The high rotational speed imposes o
+,
severe centrifugal loads on the turbine wheel, and at the same time the elevated temperatures o
result in a lowering of the strength of the material. Consequently, the engine speed and z
temperature must be controlled to keep turbine operation within safe limits. o
q
Ii
Exhaust Section
)
-l

o
The exhaust section of the gas turbine engine consists of several components. Although the U
components have individual purposes, they also have one common function: they must direct the F-
+
flow of hot gases rearward in such a manner as to prevent furbulence and, at the same time, F,{

impart a high final or exit velocity to the gases. In performing the various functions, each of the
cornponents affects the flow of gases in different ways. The exhaust section is located directly
u)
behind the turbine section and ends when the gases are ejected at the rear in the form of a high-
EI

Module - 14|Propulsion
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 Bangladesh Airlines Traini ng Center BATC
velocity exhaust gases. The cgmponents of th" e-hru he e><barfS!_coqe, tailpipe
(if required), and the exhaust nozzle.

The exhaust es discharged from the turbine section and gradually

converts them into a solid flow of ases. In performing this, the velocity of the gases is
decreased slightl y and the pressure increased. This is due to the div erging passage between the
{ 4
ou and th e inner cone; that is, the annular area between the two units increases rearward.
The exhaust cone assembl consists of an outer she an inner cone. thre e or four radial
(t
._-1,

hollow struts or and the nece ssarv numb er of tie rods to aid the struts in supporting the
inner cone from the outer duct ---4-

0uterduct

ry

,fJ' \
t

-P
lnner rcne Stftrts

14.1.19. Exhaust collector with welded su pport struts.

front or rear of the engine and

q
compressor, by an independent t)
P
turbine located to the rear of the compressor drive turbine. "

a
z
There are two methods of handling tle fan air. Either the fan air can exit separately from the o
o
primary engine air (short duct), or it can be ducted back to mix with the primary engine's air (air L
-l
,a
that goes through the core engine) the rear (long duct). On some long duct engines the primary a
and secondary airflow (air that passes through fan duct) may be mixed internally and then exit U
from a common nozzle, or the two gas streams may be kept separate for the entire length of the F-
I +
engine. If the fan air is ducted to the rear, the total fan air pressure must be higher than the static t{
gas pressure in the primary engine's exhaust, or air will not flow. By the same token, the static I

fan discharge pressure must be less than the total pressure in the prirnary engine's exhaust, or the
t)
turbine will not be able to extract the energy required to drive the compressor and fan. By
tI:

Module - 14l Propulsion

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Revision No. 06
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Date: 09 June 2019 v
 Bangla desh Airlines Training Center BATC
closing down the area of flow of the fan duct, the static pressure can be reduced and the dynamic
pressure increased.

Afurbofanengine(Figure|4.|.2o)consistsbasi"e,
by a gas turbine. The fan has a in the range of n: I -or it produces a
S. The ducted fan give s a turbofan
'a'
compresslon sure of approximately two atmos
engine cruise sp ilities to those of a turbElt gtgine, yet its

r
efflStgrey at low speeds gives an airplanes equipp ed with turbofan far d
takeoff characteristibs than one having turbojet engine 9.
r: f rl-d'e
j , +-:1f,, --
fl

*;iil[,;
f{
. ,"ggrn* i, r';

tr
l''"*" n ra

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r r
**[,
tr

q$k hs {.
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-
le spool hi-bypass Turbofan engine

flow much less than that of a propeller, but it moves air from o
The fan has a diameter and o
its convergent exhaust nozzle with a greater velocity. On the'other hand, the fan discharge is +,
o
much slower than the exhaust of a comparable turbojet engine, but it has a greater mass flow. z
o
ta
"There are several fan configurations. The fan can be bolted directly to the compressor and rotate L(

at the same speed, or it san be connected through a reduction gear system to the compressor. The )
,l

o
fan on some engines is driven by a separate turbine and rotates independently.of the compressor U
and in some engines the fan is mounted in the turbine section as an extension of the turbine F.
wheel blades. An.engine with the fan in the turbine section is called an aft-fan engine, and those +
F{
with the fan in fro nt are called forward-fan engines. tion is no I

todaylecause the fan s not contribute to the compressor SS ratio.

(design
rt)

,/:- *!#
EI

Module -
lssue No. 01
14l Propulsion
|
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 Bangladesh Airlines Training Center BATC

@furr._are usually grouped into tbree classifications depen e amount the

bypass around the gas senerator.J-oqr, q4!{m and@ine
as the air flow

The efficiency of the fan engine is reased the pure jet by c@the
,
fuel ener rather than kinetic d c ocl exhaust
gas strqam. Pressure times the area equals a force. The fan produces this additional force or
thrust without increasing fuel flow.

For twin spool engine as for example GE90-115B turbo fan engine:

General
' The GE90 is a high-bypass, tfvo-lhaft*-turbofan engine. It has a low pressure (LP) rotor
system
(N1) and a high pressure (HP) rotor system (N2).The engine has station numbers to identify
locations along its axis.

Airflow
The engine has primary (core) airflow and secondary (bypass) airflow. The bypass ratio of this

of t reverser system also uses secondary airflow for reverse

thrust

Low Pressure Rotor S (N1)

The LP rotor system inc fan and a four- low pressule com sor PC ) connected
to@wpressure e (LPT). A coupling connects the LPT drive shaft to the LPC. o
o
P
o
High Pressure System (N2) z
o
a two-stase. ta
The HP rotor system is a nrne+I€e ,h sure co re nnect
Ii
high pressure turbine (HPT). A coupling connects the HPT drive shaft to the HPC. The HPC has )
o
variable stator vanes in the first three s tages. U
- f*
+
i

(/)

/. ta

Module-l4lPropulsion
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Categoryl 82 Page
Date: 09 June 2019
l1-,il
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 Bangladesh Airlines Training Center BATC

sT* STA $TA $TA STA STf,

0 TA 2'5 3 $q 5
OUTLET
GUIDE UAIIE

(II$-ET COIfL) +
(AIIBIEIT) + Nl RCITOR ilz ROT0R
+
*
+

+ *
\ +F
I

t.
(
t> +> \\\\
e> 'l \\\\
\)
\l
I etrx*nv
AIRFLOU FAN LOT PRESSURE fiIGfl PRESSUftT I totuusrrox Hr6H l LoX I
COIPRESSOR CG}*PRESSOR sEcTIOt{ PRESSUflE PRESSIJRE
ilnBrilE I' rumrxr
r
I
* eyprss
IIRFLOT I
I

Fi gure 14.1.21 sectional vi ew of GE90 englne

.:

Main Engine Bearings

Six main engine'bearings hold the Nl shaft and the N2 shaft. Numbers identify the engine
bearings. The are in three dry-sump cavities. The letters A, B, and C
identify the s scavenge pump supplies lubricating oil to the bearings and
pulls oil out of

Bearings 1 and 2 hold the front of the N1 shaft. Bearing 1 is a roller bearing and has a dampened
race. It holds only radial loads. Bearing 2 is a ball bearing. It is the thrust bearing for the Nl
,....
shaft. o
o
There is a'ball bearing 3 and a roller bearing 3. The two of them hold the front of the N2 shaft +,
o
The ball bearing is the thrust bearing for N2 shaft. The roller bearing holds only radial loads. z
Bearings 1,2, and3 are in the A sump. q)
q
L
Roller bearing 4 holds the rear of the N2 shaft. Roller bearing 4 is in the B sump. )
,l

o
Roller bearing 5 holds the rear of the N1 shaft. Roller bearing 5 is in the C sump. U
f.
Accessory Drives $
F{
There are three gearboxes on the engine:
- Inlet gearbox
- Transfer gearbox tt)

.:_.Accessory gearbox. _-2,

',
tlt
Module-14 lPropulsion
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The inlet and transfer gearboxes move energy from the N2 shaft to the accessory gearbox. The
accessory gearbox holds and turns the engine accessories. The N2 shaft turns the radial drive
I

shaft through the inlet gearbox. The radial drive shaft turns the horizontal drive shaft through the
transfer gearbox. The horizontal'drive shaft turns the accessory gearbox.
t

A SUHF a SurP t st]ltP

EEARIHE I EEARI!*C 2 tsEARItIG 3 EEAR]H6 3 BEARI!{E 4 BEARIHG 5

TEALL} ) (ROLLER} {ROLLER}

rfl ncTsn

II{LET
EE*NBOX ].I2 ROTOR

RASI*L
S*TT'E SHATT GEAREOX

[to*IzffiT*L
D*.IVE SHTTT

TRAHSFTft
6E*RBOX
, :i:::l

14.1.2I": position of GE90 engine

o
o
P
o
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o
o
L
-o
a

(J
F-
a
+
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I
(t)

t{

Module - 14l Propulsion

Issue No. 01 |
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 Ban CS h A irlin CS Train tn Center BATC
Component of GE90 engine

The GE90 engine has these primary engine modules and components:
- Spinner
- Fan blades
- Fan disk"
- Fan case
- Fan frame
- Fan hub frame
- Forward compressor case
- Aft compressor case
- Combustion chamber
- HPT case
- Turbine center frame
LPT case
- Turbine rear frame
- Accessory drives.

Acoustical liners attach to the inside of the fan case to absorb the sound of the fan blades. There
are eight forward and eight aft acoustical liners.

The accessory drives are below the HPC at the 6:00 position. s

rT,ffiIIE NNBt}lE I

cEinf,B f*$E *frR

fRI'E
HIGTI
TIRSIHE crsE
FORUAIO

f*X HIJB
fRtt{E
LOT PNES$tNE
r$l TURBIXE IISE
Stsr(
lolr
x(rL o
; TTYF} AFT
CffTPSESSOS
o
cAsl +,
o
T*f;it$f[*
6EA*BTX z
I?0${T*r o
*RIVE SB*TT o
L
)
,l

o
fA}I fRA'IE CJ

F-
+
r$r {AsE F{

5P I

rA}i BLADES
ttt
Figure 14.1.23 Engine component
- ,aa. H

v
.--g-

Module - 14l Propulsion Categoryl 82 Page l1- 36

Issue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
Spinners
The one piece spinner is an aerodynamic fairing that controls inlet airflow. The spinner attaches
a
to the fan disk with 22 attach screws.

Fan Blades
t
There are 22 wide-chord fan blades on the engine. The fan blades are carbon fiber and resin with
a titanium leading and trailing edge. The fan blades are line replaceable units.

The fan blades install into dovetail slots in the fan disk. The dovetail slots hold the fan blades in
place raaiatty.ft .i. ui. lun blade platfornrs between the fan blades. They make an aerodyrru-i.
surface for the air flow. The spinner, fan disk, and forward face of the fan hub frame hold the
fan blade platforms in place.

Fan blade spacers and dovetail keys install at the base of the fan blade in the dovetail slot. These
help the fan blade install tightly in the dovetail slot.

AN FRAT.IE
AT{D CASE

DOVETAIL
l(E
FAT' SLADE

SPITINER RETAIT{ER
-1
BOLT

I
4

a ,rr@
SUPPORT RING

RETAI rr**-"$
v .1r,.
v
l"
I
FAI{ FAH BL[}T
FAN I DTSK PLATfORII
BLADE
a
a-c FtdD <r/ q
o
+,
o
AH BLADE
PLATFORFI
z
o
q
Figure l4.l .24: engine component Ir
-)
Accessory Gearbox o
U
The accessory gear box (AGB) turns the engine accessories. The AGB gets torque from the N2
f-
shaft through the horizontal drive shaft. It sends the torque through spur gears to turn the +
components on the gearbox. You get access to the accessory gearbox (AGB) with the thrust t-{

reverser halves open. The AGB is below the high pressure compressor.
I
V1

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Module - 14 Pro ulsion

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Date: 09 June 2019 v
 Ba des h A I rli nes Tra I nt Center

Accessory Gearbox Components

These components are on the front of the accessory gearbox:
- IDG fuel/oil heat exchanger
- Hydraulic pump
- Backup generator
- Borescope cranking pad
- Horizontal drive shaft
- Control alternator
- Lube and qcavgnge PumP.
HEAT
SHIEI-D

ID6 FUEL/OIL LTBE A}IO

HEAT fXCHATTftrR SCAVEI{GE PUIIP

COHTEOL
ALTER}IATOR

BACKUP
GEITERATOR

HYDRAULIC
P{StP

}RIVE SH'FT

BORESCOPE
CRAU(T}IG PAD

ffi
Figure 14. 1.25 component front of AGB

o
o)
.P
o
2
o
q
L
)
,l

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U
F-
+
F{

tt)

I{
Module - 14l Propulsion
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Revision No. 06
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Date: 09 June 2019 v
 Ban d,CS h A irlI n CS inin Center BATC
These components are on the aft face of the accessory gearbox:
- Main fueUoil heat exchanger
- Fuel pump
- Hydromechanical unit (HMU)
- Starter
I
- IDG.

IIAI'{ FUEL/OIL
}IEAT EICHAHGER
HEAT
SH I ELO

rUEL
PUIIP

HYDRO}IECHA}IICAL
IINIT

STAE,TER

STARTER
AIR UALVE
(REF )

&
€ <"\
ID6

, ,i:,
ffif
"i''' aft of AGB
. .,,,.,Eigure-14' '''ut,component
The turbofan characteristiCs and uses are as follows:

01. in a relatively short

Increased thrust as forward speeds similar to a turboprop results
o
takeoff. However, unlike the turboprop, the turbofan thrust is not penalized with o
P
increasing air speed, up to approximately Mach 1 with current fan design. o
02. Weight falls between the turbojet and turboprop. z
03. Ground clearances are less than turboprop but not as good as turbojet. o
o
04. TSFC and Sirecific Weight fall between the Turbojet and Turboprop resulting in L
-)
increased operating economy and aircraft range over the Turbojet. o
U
05. Considerable noise level reduction of 10 to 20 percent over the Turbojet reduces acoustic
F-
fatigue in surrounding aircraft parts and is less than objectionable to people on the $
ground. Also, No noise suppressor is needed. On newer fan engines, such as the General r{
Electric CF6 and Pratt & Whitney 4000 series and others, Inlet Guide Vanes have been
eliminated to reduce the fan noise, which is considered to be a large problem for high-
u)
bypass-ratio fan engines. The noise level is reduced by elimination of the discrete

v
ET

Module - 14l Propulsion Categoryl 82 Page 11- 39

Issue No. 01|
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
frequencies that are generated by the fan blades cutting through the wakes behind the
vanes. Other fan-noise-reducing features are also incorporated with the Exhaust Systems.
06 The Turbofan is superior to Turbojet in "Hot day" performance.
07 Two thrust reversers are required if the fan air and primary engine air exit through
separate fan nozzles, the advantage of which is the short fan duct with corresponding low
duct loss.

The above characteristics show that the Turbofan engine is suitable for long-range, relatively
high-speed fllgh! ald has a definite place in th"e prolific gas turbine family.

In a low by-pass engine, the fan and compressor section utilize approximately the same mass
airflow, but the fan discharge will generally be slightly greater than that of the compressor. The
fan di"scharge air may be ducted directly over-board from a short fan duct or it may pass along
the entire length of the engine in what is called a long fan duct. In either case the end of the duct
has a converging discharge nozzle to produce a velocity in crease and reacti ve thrust

In a fully ducted fan engine, the hot and .alr mix before they are
discharged into the atmosphere and this lpt attenrrate, or lessen, the noise. The air in
the core engine is compressed, burned, and in th6'normal manner and the thrust ratio
of the two gas streams is approximately

M
o
o
+,
o
z
o
?
t{
)
-l

o
U
F.
til
F{

(t)

EI
6

Module - 14l Propulsion

Issue No. 01 Revision N o.06
Categoryl 82 Page l1- 40
Date: 09 June 2019 v o
 h Airlines ln Center BATC

I'i
F ts
LF
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ffiffiefr*l {; *ai* }r. r{ a.i" {= r.r*.:,1*;
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L.P HiS?{}a : rjl S*rL s€x*i*** *rl*
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$ffi.*{I F{F ftSTSh t f} ff HTmffi****rr ffi*fi$*s **#*tt&t$&MY

Figure 14.1.27: Triple-spool hi-bypass Turbofan Engine (Trent 1000 by Rolls Royce)
a

A medium, or interrned iate,by-pass engine has an airflow by-pass ratio of betwe en 2:1 and 3: 1,
and has a thrust ratio that is approximately the same as its by-pass ratio. The fan used on these
engines has a larger diameter than that on a low by-pass engine of comparable power and its
diameter is determined by both the by-pass ratio and the thrust output of the fan compared with
the thrust obtained from the core engine. This latter ratio is often called the cold-stream to hot-
stream ratio.
o
q)
+,
A high by-pass turbofan engine has a fan ratio of 4:1 or greater and has an even wider diameter o
fan in order to move more air. z
o
o
The turbofan engine has become the most widely used engine type because it offers the best fuel L(
-)
economy. This economy is obtained by increasing the total mass airflow while decreasing the o
velocity of the hot exhaust wake. U
f-
+
!-{

V1

tli

Module - 14
Issue No.01 |
Pro rulsion
Revision No. 06
Ca orvi R2 P e il- -tl
Date: 09 June 2019 Y
 Ban CS h A irlin CS Tra tn Center BATC
Turbo-shaft Engine
Gas turbine engines that deliver perate something other than.a propeller
are referred to ur tu$rrtrnft .ryines. In most cases, the output shaft (power takeofO. is driven by
total power output from
its own power trrrhine (free hrrbine), which extracts the majority of the
the engines gas generator. Turboshaft engines with a reduction gear are used to power boats,
ships, hovercraft, trains and cars. They are also used"to pump natural gas across country and to
drive various kinds of industrial equipment such as air compressors or large electric generators
(fig 14.1.28)

leeur l{ut
Eotor Blad€ Grlp {dafn fiut*rr
Tsll Hrt*r
Htt+r-
nod
iotor fac"l*plr
illsrt TaIl Ptrern

f.ttg'ha,
Uppcr Swanh F**1, rtr.
Ball unurJi sklds
Lomr Swarh

#*_ a

B o
o
Figure 14.1.28 Basic parts of helicopter P
o
2
In aviation turboshaft engines are used to power many of the modern helicopters in service. They o
q
are similar in design to furboprop engines and in some instances will use the same gas generator
Ii
section design. The turboshaft power takeoff may be coupled to, and ven by the -o
t

turbine that drives the but is more likely to be driven by u turbine of its own=Fngilres U
using a sep arate furbine for takeoff are called free and it is this type F-
of engine that is most commonly used in today's modern fixed wing and rotary wing aircraft. +
F{
I
A typical example of a turboprop/turboshaft engine is the Pratt and Whitney PT 6 figure 14.1.8
tt)

- ".-4. E]

Module - 14l Propulsion

Issue No. 01 |
Revision No. 06 <)
Categoryl B2 Page ll- 42
Date: 09 June 2019 v
 Bangladesh Airlines Train ing Center BATC

PIPELIf{E COMPRESSOR
Et\tGlNE EXHAUST OR INDUSTRIAL MACHINE

FRET TURBINE

An industrial turboshaft engine

F#F[EH SHETilffiF{ fi &5. $TGfl E;&TH..fi Hffi IHS H

pn* pcls*r FCXnffi s6rglQf,frftr rffirfitqHmf ffitill
lteffi tsrE*,aar tur&fine tEmFrnHSlOr {Ur,T?*nE:*fic!r

mdgdfre: ffiffi srr&uffim klrt annFxE, €Mf

Ecfi;{tsffi , ,dgG* :,, ,
frxerffi*r r.fEffiroK #t.&,tdh,#
Figure 14.1.29 Pratt & fvh'i11ey PT6 engine can be adopted as both turboprop and turboshaft engine

A free power turbinercngine consists of two main units; the sgs generetor and the free power ca
o
[urbine. In the exampl-e shown in Figure 14.1.28 air enters the engine and is compressed, then P
o
heated in the combustion chamber. The resulting expansion forces the gas at high velocity z
through the gas generator turbine that drives the compressor. The remaining gas energy is then o
used to drive the power turbine, which in turn drives the power output shaft.
o
L
-
,l

o
The fregpower-urrbine is mechanic of the of the ooerates at I
CJ

virtuall)r a constant speed. The power developed by the turbine is varied to meet changing loads F-
imposed on the rotor system, by increasing or decreasing the fuel supplied to the gas generator, - +
t{
thus altering the gas generator speed and the supply of gas energy to the power turbine. I

,
(t)

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Module - 14l Propulsion

Issue No. 01 |
Revision No. 06
Categoryl 82 Page ll- 43
Date: 09 June 2019 v
 B angladesh Airlines Training Center BATC
As mentioned previously, the turboshaft engine is used to power many of today's modern
helicopters, and to this end we will concentrate on the application of the turboshaft engine in the
field of aviation.

The turboshaft engine and the helicopter are ideal companions.'The engine is required to respond
to frequent and sudden changes in power demands to keep the helicopter rotor revolving at a
virtually constant speed (250-300 RPM being typical). The power to drive the rotor is
{letermineilhylhe+itch ansle of the mai&roter blades, this eis controlled the lot
using the col lective itch lever. The prlot changes the flig of the- aircraft by using th lic
prtc control I .Controlofthetailrotortocompensateforthetorque
produced by the main rotor is via foot pedals similar to rudder pedals. Whenever a control is
activated, the resultant force is sensed by the rotor gearbox and in turn sensed by the power
output shaft of the engine which means that the engine power must be adjusted to suit.

Freeu'heel

Free wheel unit, also called freewhee lor clutch, are safety dgylc_es. This component
can be found on all helicopter regard less of of power input. On multi-engine helicopter
one is to be located on each engine.

The of the free

e unit is to allow the drive t the
rotor from dri the flight op engine drives the main gear which
then drives the rotor. Without woul ln an
aulgrotation isa#enapted. In engine would prevent the possibilities of
I

autorotation. For the the he , equl d with two e wheel

unit on each

o
o
+r"
o
z
o)
o
tr
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Module-14 lPropulsion
Issue No. 01 Revision No.06
Categoryl B2 Page ll- 44
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC

n
t
rt*
T LJ
f
Eaginc triv*
Gs$ 8or Fcrr{*t

fail*n C€&r Brtv*

Figure 14.1.30 free wheel unit operation principle

Although practically all the helicopters use the same type of unit, their location and size vary
from one helicopter to another. However, the operation of the unit is always the same and it must
be able to disengage the components automatrcally, without any input from the pilot.

The most common desien is the sprag,unit. The sprag assembly is made up of an ilner and outer
frecJh.,.edspragsattachedtotheouterrace.Thespragdaresping
loaded and held in the engaged position, pressing on the engine driven shaft. Rotation from the
engine jams the sprags between the outer and inner race, engaging both races and driving the
q
outer race. o
P
o
In the case of autorotation or engine failure, the rotor rotates faster than the engine driven shaft z
and, in this case, drives the outer race. The sprags will be relieved and the drive shaft will rotate o
q
without engine. This avoids two different problems: L
)
o
o The engine is not driven and does not overdrive and (J

. The rotor can still rotate in case of engine seizure.

,

Another{ype rrsed ooerates like a rachet. Rotating one direction, sa\\ teeth of driving race lock
f
with the teeth of driven race, rnaking it rotate at the same speed. If the iir,ing race slorvs down or
stop rotating, the teeth of the driven disc slips over the driving race teer l aud continue rotating.
rrl

Module -14l Propulsion

Issue No.01 I Revision No. 06
Cate Pa Cr e
09 June 20 t9
it- 45
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 Bangladesh Airlines Training Center BATC
Turboprop Engine

Introduction

A turboprop engine is a turbine engine that drives an aircraft propeller. In contrast to a turbojet,
the engine's exhaust gases do not contain enough energy to create bignificant thrust, since almost
all of the engine's power is used to drive the propeller. Approximately 90% of thrust comes from
propeller and about only 1 comes from exhaust o 2 q ll fficienc as aircraft eed
-U!..uS.r,_jo tot aircraft 6-0.7. The
propeller is coupled to the turbine tha t converts RP M,, low
torque output to low RPM, hish toroue. The propeller itself is normally a constant speed (.p1gple
----.
pJg!)tYpe similar to that used with largerreciprocating aircraft engines.

The gas-turbine engine in combination with a reduction-gear assembly and a propeller has been

speed of 300 ro 450 mph [482.80 to 724.20 kml;,These- engrnes, provide c

fuel of and they perform well sea level to
tively altitudes ml). Although a of names has been applied to
gas- and used name is turboprop, which will
il
generally be used

Construction G

Gas couple/free turbine and Gear

a

The power ofa similar to that o& turbqigl_ensine: however, there are
some t most t of which i. th. torbi". *""t*. In the turbojet
engine the turbine section is signed to t y enough energy from the hot gases to drive
the compressor and accessories. On the other hand, modern furboprop engine has an extra turbine
section (known as Free Power Turbine or Free Turbine) which extracts as much power as
possible to drive the propeller. An important feature of the turboprop engine is the reduction -gear q
assembly through which the propeller is driven. The o
reduction the +,
is of a much ratio than that used for reci of the high o
S

rpm of the gas- turbine engine. For example, the gear reduction for the Rolls-Royce Dart engine
z
o
is 10.75:1 and the gear reduction for the Allison Model 501 engine is 13.54:1. o
k
There are two basic turboprop engines: )
-a
o

6
(J
Single shaft
F.
Free turbine +
F{

The main difference between singl e shaft and free turbines is in the transmiss to
the pjErelbr- u)

*--.). tII
Module-14 lPropulsion
Issue No. 01 Revision No. 06
Categoryl 82 Page ll- 46
.Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
SingleShaft:Inasing1e-shaftengine,thepropellerisives
Because the propeller needs to rotate at a lower RPM than the a
reduction gearbox reduces the engine shaft rotational speed to accommodate the propeller
through the propeller drive shaft.

a
Free Turbine: In a free-turbine engine, the propeller is driven by a dedicated turbine. A different
turbine drives the compressor; this turbine and its compressor run at near-constant RPM
regardless of the propeller pitch and speed. Because the propeller needs to rotate at lower RPM
than the turbine, a reduction gearbox converts the turbine RPM to"an appropriate level for the
propeller.

The chief advantage of the free turbine is that it re ine start, since
the start mechanism does hot have to rotate the on dt, but nrr, ,nU
%
gompressor and its t',r'hirF. In a single-shaft engine, the starter must rotate not only the engine
basiccomponents,butthereductiongeiarandapropelleraswel1.Animport@fthe
single-shaft eng ine is that the ller m (8' to .

J2)Lefore startup of the engine; so that the power required to turn the propeller while the engine
is idling is kept to a minimum. Propellers may be in a high-pitch or feattrer condition during the
start of free-furbine engines' :l:l;'1"'" i;
.. i.
l

,:.,,;,!: ...::,:,1:.1,',i).,.
'',,':,,",:1 '':''i

Accessory Drive Cumbustion

Reduction Gearbox Section Section

C I \

q
o
+J
o
2
o
q
/ k
Air lnlet Section
Compressor Section
Turbine Section
-)
o
L.)

Figure 14.1.31: Engine Cross Section (typical) F-

+
F{

Allison Model 501 engine extracts 3460 HP [2580.12 kW] for the propeller and produces 726Lb I

t 13229.25 Nl thrust. The total equivalent SHP (SHP plus thrust) is

given as 3750 EHP 12796-38
KW]. This means, of course, that the turhine seetier :lrill usually have more stages than that, of t)

@dthatthefurbinebladeo.*''n',?.'*-}chthatthefurbineswillextractmore EI

Module - 14 Pro ulsion

Issue No. 01 |
Categoryl 82 Page 11- 47
Revision No. 06 Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
energyfromthehotgasstreamoftheexhaust.I@ne,trpJ9nqpIqor,thecom.
bJrs[gussctiqn, and the com tur w often called the or gas
producer. The gas generator produces the high-velocity gases which drive the power turbine.

'Because the propeller must be driven by the turboprop engine, a rather complex propeller control
system is necessary to adjust the propeller pitch for the power requirements of the engine. At
-
normal operating conditions, both the @ and gngine speed are nnnctant, Ths
propeller p itch and the fuel flow must then be coordinated in order to maintain the-qonsllg4t-speed
condition; at is, when fuel flow is decreased, propeller pitch must also decrease.

Modules & Spools of a Turboprop Engine

-
A turboprop engine is similar in design to a turbo-shaft engine except that it uses a reduction
gear system to drive the propeller. Name of the modules of turboprop engines may differ from
manufacturer to manufacturer e.g. PWl 50A turboprop engines each able to produce 5071 SHP at
Max take off which is composed of the following two modules:

(a) Reduction Gearbox (RGB)

(b) Turbomachinery

Reduction Gearbox Turbomachinery

ry-

o
o
P
o
I 2
I
I o
q
{ k
-o
,l

Figure 14.l.32: Modules & spool of a typical Turboprop (typical) Engine (J

F-
The PW150A turboprop engine (i.e. the Turbomachinery) is a three spool turbine engine as: +
t{
o Low Pressure spool
. High Pressure spool and I

o Power Turbine spool. (t)

''f tll
-,.'-

Module -
Issue No. 01
14 Pro ulsion
Revision No. 06 o
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Date: 09 June 2019 v
 B a,nxlades h Airlines Trai,hi.nig C enter ffiAreE

The engine contains the following sub-systems:

a o Reduction Gear Box (RGB) and Propeller
o Compressor Section
t
. Combustion Section
. Turbines.

Turboprop Operation

The turbine engine shown in Figure 14.1.31 driving a propeller via a two stage reduction gearbox.
Three major rotating assemblies compose the heart of the engine. One assembly consists of the
low pressure compressor and its low pressure compressor turbine, another assembly consists of
the high pressure compressor and its high pressure furbine, the other consists of the two power
turbines and the power turbine shaft.

The three rotating assemblies are not connected together and rotate at different speeds and in
opposite directions. This design is referred to as 'oFree Turbine Engine". This configuration
allows the pilot to yary the propeller speed independently of the compressor speed. Starler
cranking torque is also lower since only the high-pressure rotor is initially rotated on start.
Activating the starter mounted on the accessory gOarbox starts the engine.

combustion chamber. Air enters ber via small holes and, at the correct
a

compressor speed ls ln into combustion chamber. Two spark igniters

located in the on er lgnl mixfure.

The generated hot g to the turbine area. At this point, ignition is turned off
since a continuous fl now e in the combustion chamber. The hot expanding gases
accelerate through the pressure compressor turbine vane rings and cause the
compressor turbines to rotate, ving the HP and LP compressors. The still expanding gases q
o
travel across the lst and 2nd stage power turbines (NP), and provide rotational energy to drive the +)
o
propeller shaft. z
o
q
The reduction gearbox reduces the power turbine speed (17501 RPM) to one suitable for L
propeller operation (1,020 RPM). )
I

o
(J

Gases leaving the power turbines are expelled out to the atmosphere by the exhaust duct. Engine f-
+
shutdown is accomplished by cutting fuel going to the combustion chamber. An integral oil tank F'l
located in the bottom of the low-pressure compressor case provides oil to bearings and other I

systems, e.g. propeller. A fuel-metering unit mounted on the accessory gearbor regulates fuel
(o
flow to the fuel nozzles in response to power requirements and flight conditions.
EIl
--
h-
&,r.
./

Module - 14l Propulsion Cate orl BZ Pa e,[-49 |

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-hz
Date: 09 June 20i9 k-f
Issue No. 01 |
Revision No. 05 Y
 Ban ladesh Airlines Trainin Center
The propeller electronic controller (PEC) controls the speed of the propeller through the propeller
control unit (PCU), mounted on the reduction gearbox by varying blade angle depending on
power requirements, pilot speed selection and flight conditions. !

o
o
+,
o
z
o
q
l.
-o
,l

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F{

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(t)

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Module - 14l Propulsion
lssue No. 01| Revision No.06
Catesoryl 82 Pase l1- 50
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.1.8 Principle of operation

For the control principle of a turbine engine the=shaft sp?qd and the thrust are the two most
rmportaqlaElirmelers.
o Shaft speed control system: The simplest contrclsvstemjs a shaft speed control system.
t
$haft sfeqd is fixed as as the . If an aircraft engine is controlled by
a shaft speed control system, the thrust will change with air density and the pilot has to
readjust the thrust levers to keep the required thrust constant.

a Thrust control system: For the op eration of an aircraft engine a Thrust control system is
most suitable. Here the pilot can directly select the thrust needed for a flight maneuver and the
control system keeps this thrust constant..

+ spee@[rpl system the shaft or rotor ed is the

In a shaft control . The fuel
control unit (F US a eSfugJgsor, to adjust the shaft speed to the value demanded by the
input of e power lever. For the calculation of the fuel flow, the FCU follows the fue$emand
.e.InFigureI.5.11.1thisfunctionisshownbasedonthgI.{2:peedof
a twin-soool
^'-<-
ensine.
:':t "t:t: '

Flow

a
/I
Surge Limit i
I

* $teady State
Fuel Demand
_{
-r----t
*J*-P*- Flameout Limil

,Y
q
ldle N2max. o
f Fuel demand curve of turbine engine
P
o
z
o
o
For thrust conlrol, the control system uses a main control parameter, which is directly:elate<llo Ii

the thglit-oflUe-engine. This can be thaNlspeed-ar the engi$s pressure ratio EPR.
)
,l

o
Which- of the two is used . 9EAE and QFM use U
the N_l speed; Rolls-R e and tney use the ssure ratto this purpose. F-
+
t{
IftheN1isthemaincontro1parameter,thecontro1systemkpep I

t constant N1 For this purpose, it

tn
must receive the informa tr on about the air density from the fan inlet. The in uts necessary for this
o /,*.8' densitv correction are the pre ssure and temperatu"e from the fan inl.,et: ET

v
- ,-t)
-
_CF -f ,1-i -

Module -14lPropulsion Categoryl B2 Page 11- 51

Issue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
The engine pressure ratio (EPR) is defined to be the total pressure ratio across the engine.
Mathematically,

/PR _ Turbine Discharge Total Pressure(ptS)

Comp4essor Inlet Total Pressure (pt2)
EPR can be easily measured on an operating engine and displayed to"the pilot on a cockpit dial.
Thatiswhytheratioisnotdefinedintermsoffreestreamconditions.T@the
inlet are contained in the EPR. But if we know the EPR, the inlet losses, and the
colresponding engine temperature ratio, ETR, we can easily determine the thrust of an engine
using the nozzle performance information and the thrust-equation. The EPR is simply the product
of the pressure ratio across all of the engine components.
EPR : pts I ptz: (pb I ptz) * (pto I pt:) * (pts / pt+)

EPR : compressor pressure ratio * burner pressure ratio * pressure ratr

For a given engine design, we can determine the ratio of each component as given on
each of the component thermodynamic slides.
::; ;l:l:tlll: r

0 a 34s
-**"*xmr**ffi
f -

ry
T "l __-.
"l
I I
I
l I

;
l

Laut High q
o)
Ensine Prlfsure = EPF pt = total pressure
,q*ia +,
o
z
EFR
Ft, pt 3 Ft* r{" o
q
pt t pt 2 Pts pt L
4
)
,l

o
csmpilEssor b*i, tulbine
U
F.
ERP Computation for a typical turbojet engine
ti
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A
tIJ
SEp 4P_

Module -14lPropulsion
Issue No. 01 Revision No. 06
Categoryl 82 Page ll- 52
Date: 09 June 2019 v
 Bangladesh Airlines Troining Center BATC
Factors affecting thrust

The jet engine is much sensitive to operating variables than is the reciprocating engine. Such
variables can be divided into following two groups:

Design factors:
$2n (i) Engine rpm (weight of air)
(ii) Size of nozzle area
(iii) Weight of tuei flow
(i") Amount of air bled from the compressor
(") Turbine Inlet Temperature
(ui) Use of water injection.

(b Non-design factors:
(i) Speed of the aircraft (ram-pressure rise)
(ii) Dersiffigct: Temperature and pressure of the air
(iii) Amount of humidity.
Engine Rutings

An understanding of gas furbine engine ratings is necessary in order to be able to interpret graphs
published by the manufacturer in the AMM.

When developing power from an engine it is necessary to observe certain restrictions to the thrust
setting in order to avoid exceeding the engine's design limitations.
. The levels of thrust which meet the design limitations are referred to as thrust ratings.
. Different thrust ratings,,apply at different times during a flight. The ratings, we will
discuss are standard thrust iatings used by engines currently used in commercial service
(as opposed to military).
yl7'Nlaximum Take - o ff (M. T. O.)
1/ Maximum Continuous Thrust (M.C.T.) ta
tX Waximum Climb (CLB.) o
W Maximum Cruise (CRZ) +,
o
z
Thrust rating Parameters c)
q
es can be measured via Eng ine Pressure Ratio (EPR) or Fan L
Thrust et and turbofan .-- )
-l

Speed (N 1 .T op and turbo shaft lne is measured via Torque roduced o

U
In the majority of cases, the I be a 'Part throttle' ratin This means tltat f-
T.O. thrust will be obtained at throttle settings below the fulI throttle position. The reason for
+
t-{
establishing a rating for a particular engine is quite simply to accommodate the variorts
I atmospheric couditions under which the engine will be operating.
v1

trl

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 Bangladesh Airlines Troining Center BATC
Efficts of Temperature and Altitude

On cold days the air density will increase. If the engine has a 'part throttle rating' and the throttle
is advanced to its maximum position, the thrust produced will be significantly higher, resulting in
the engine exceeding its mechanical.and/or thermal limits as set by the manufacturer.

Hot and/or High

On hot davs- whent@SS,asignificantreductioninthrustwillresult.Advancing

-J'r
the throttle to its maximum condition could again cause the engine to exceed its thermal and /or
mechanical limitations.

Densitv of air will ,t*" be affected by altitude, although the fure of (lflAper
1000ft T te) which should cause an indrease in thrust. tbe deusitv of the air
drops at a rate due to the 1n sure so thrust S vely
slow rale. When the tropopause is reached a{_]6,000ft te t and the
--thrus The e manufacturers' graphs and tables will
ena ble the operator to control the engine within ynamic and mechanical limits. By
observing these limits the engine will'be unnecessary wear and tear as well as
maintaining the recommended time betwe peno

Thrust Thrust

Air Temperature Altitude

o
Effects of Air Temperature and Altitude on Thrust o
+,
o
2
o
o
L
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U
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Module-14 lPropulsion
Issue No. 01 Revision No. 06
Categoryl 82 Page ll- 54
Date: 09 June 2019 C v
 Ban CS h A I rli nes Tra tn Center BATC

EPR
.. .. ,. J
4*-TETEDECTE-Er T*
\
I
EPR IIIIIIIIITI-IIIII \
c

t
%N1 I

L
%N1 rIrIrn IIITIISI-

I OAT
thrust, EPR N1 relationship

o
o
P
o
z
o
o
L
-o
I

U
F-
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t)

c
r til
Module -14l Propulsion
Issue No. 01 I Revision No. 06
Categoryl 82 Page l1- 55
Date: 09 June 2019 v
 Banglaclesh Airlines Training Center BATC
FIat Rating:

asommerciat t,*ofa is opgrated as a f'lat-rated e. This means that the maximum

t te up to a specific OAT. This tanperature
temperature (FRT). The thrust/OAT curve shows a flat range until it reaches the flat rate
temperature. See Figure 15.217
9pjglh"_tnT, the EGT increases with the increasing OAT at
a

the_conStut-trryst. In the tlnge beyond the FRT, the t ,

shown by the negative slope of the thrust curve. If the thrust setting in this OAT range follows the
curve, the EGT remains constant despite the increasing OAT. It will determine the maximum
thrust setting that must not be exceeded if operating below ISA'eonditions. (Early engines used
l5oC as the max flat rating point; newer engines are rated to 22.5"C or higher).

+*
+
a
a
spect
Pressure Limited +
+
ITTTIITII.T

\
&*ax ContinuoLls
hr'trax CIinrb

Thrust
Max Cruise \

OAT o
o
+,
thrust vs OAT for flat rating o
z
The advantage of this rating concept is the availability of the maximum take-off thrust over a o
q
wideoEGTvaluesatlowoATs.Thelatter1eadstolower L
tfiermiltoads of the engine. The longer
)
,l

o
liveP, because the average EGf over the operating time of the engine is lower compared to U
Rn8ine
a full-rated engine. As a full rated enoine, t ssible F.
EGT d"ri"g tuk" $
"u"h t{

u)

tII
Module -
Issue No. 01
14l Propulsion
Revision No. 06
Ca o BZ Pa 1- 56
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
Take-off (wet)

This is the maximum thrust available certified for engine with thrust augmentatron systems
(water or water/methanol injection or reheat). The rating is time limited usuall y to around 5
minutes. And is only used during take-off phase of flight

Take-off (dry)

This is the maximum thrust certified without thrust The rating is time limited
usually to around 5 minutes. And is only used during take-off phase of flight.

Maximum Continuous Thrust (MCT)

This rating is the maximum thrust certified for continuous use. This rating is used at the pilot's
discretion, to ensure continued, safe operation of the aircraft. MCT is used as the maximum
normal thrus t available throughout the majority of the flight, and is used when a ra id climb rate
is needed.

Maximum Cruise (NIICZ)

This is the maximum power certified for cruising.

Ground Idle (GI)

These are not rating as such, but throttle positions that are suitable positions for minimum power
operations on the ground or in flight. Ground idle which is usually a fixed stop, provides a core
engine RPM which will ensure the driven accessories, electrical, hydraulic and pneumatic, as
i
well as providing a comfortable taxi thrust.

Flight Idle (FI)

This applies to flight, but must also include the effects of ram air and altitude as well. On
approach the engine must be capable of acceleration from flight idle to full power within a
maximum time limit of 5 seconds without surging. The flight idle RPM is set to a value where
this requirement can be met. This can seriously affect the airframe design, as there may be too q
o
much thrust on the approach, so high drag devices may be needed to keep the approach speed as +,
o
low as possible. Flight idle is a moveable stop which is usually activated by the aircraft weight z
sensing system, it may also have more than one position if the air bleed loads affect the 0)
q
acceleration time. tr
-)
o
U
F-
+
t{
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tI] ..,

Module -14l Propuls ron

Issue No. 01 |
Revision No. 06
Cate o B2 Pa e 1- 57
Date: 09 June 2019 V
 Bangladesh Airlines Training Center BATC

S{"g90 Thrust (Assumed Temperature)

Based on a certified takeoff rating and ambient condition, the thrust reduction achieved bv
selectin the rated rature that is ,her than the ou ide air

lVlax Climb
l\Iax Cr

Thrust Exact relatlonship depends

or:t engine model, rating
specifications, altitude,
speed, temperature

[r]inin:um ldl*

rPR
thrust rating relationship o
o
+,
o
z
o
"o
L
-o
-l

U
f.
+
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-;7. EI
Module - 14
Issue No.01 I
Pro ulsion
Revision No. 06
Ca or B2P e
Date: 09 June 2019
1- 58
v
 Bangladesh Airlines Training Center BATC

t
thrust

Thrust

Thrust
required -I----------------

Actual Assumed
OAT temperature temperature

Reduced thrust

De-rated Thrust @e-rate)

' For a given ambient c.ondition, the thrust by selecting :4rother cqrtifi ed takeoff
rating that lower than the maxlmum takeoff These two methods can be-combined per
t
regulation.

ry

o
o
+r
o
z
o
o
L
-o
t

U
F.
a
+
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/, ET

Module - 14
Issue No. 01 |
Revision No. 06
Categoryl B2 1- 59
Date: 09 J une 2019 v
 Airlines Center BATC

Ft*trN rat*# a

M*xlmum
thru*st

Thrilst $gt
IIII
I-IIIII-III-IITII-

Thrust required

Thrust

Actual
OAT tBrGpBrature

multiple take
-

o
o
+,
o
z
o
6
L
,,
,-
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Module - 14l Propulsion Catesoryl B2 Pase 11- 60

"v.
./
F)

Issue No. 01 | c Revision No. 06 Date: 09 June 2019

 Airlines Center BATC
14.1.9 Electronic Engine Control and fuel metering systems (FADEC)

Operatron o;fengine can be controlled i, hyd.,r-*..hu.-rical way or electronic way. Electronic

control of engine has man advan over control. If a full authority digital
engine control (FAD E electronic system is used for engine control, this has the advantage that
its computer can process a lot more parameters than a hydro-mechanical control system.
Therefore this capability of the system is used for additional functions to optimtze the engine
operation. Additional to the basic engine control functions of power management and fuel
control, the following functions are usually assigned to the system (figure 14.1.33):

a Monitoring and fault detection for the system and all the connected components
o Data source for engine indication
o Dataro.rr". for ECM
o Starting, shutdown and ignition control
o Control of the thrust reverser
o Automated system tests

POII'ER MANAGEMENT ACTIVE CI.EAHAf'ICE

ffi@ coNrRoL i.,.. G0NTROL

FADEC
I
T SHUTDOWN / VAHIABLE GEOMETtrY
il&HITIOH CONTHOL i,i;i::, CONTROL

THRUST RHVEHSEH
F{ITI CONTHOL ,, CONTROL
o
o
P
o
z
Figure I4.1.33: Purpose of a FADEC system o
o
L
--
o
U
F.
+
t'{
I

q)

frl

Module - 14 Pro ulsion

Issue No. 01 |
Revision No.06
Categoryl 82 P4g e 11- 6l
Date:09.lune 2019 v
 Bangla CS BATC
System Design

The FADEC system is designed around th.jl

ectronic engine control (EEC), which is the FADEC
computer. The components forming the core of the system are the EEC th. .."rott u"d the FIvIU
or HMU. All the other com ponents controlled by the EEC'are assigned to the other engine
SYS tems like air system or ignition sys tem. The forces that move valves or stator vanes are created
by the use of fuel or air pressure. The valves of the hydraulic part of the system can be
cen zed 1n an or entralized on the individual actuators with an FMU
installed the

AINCRAFT
sYsTEHs

costDEur cos&Eu2

&ftCRATT

EHGI}IES

EEC EEC -

CfiAHNEL CHANNEL CHAHHTL CHANT.IEL

B a
A B A

ENGIHE 1 ENGINE 2

14.1.34 : Architecture of a FADEC system

The s of GEAE and CFM. Fi gure 14.1.34 shows this design

principle. The decentrali z,ed V with the servo valves located on the individual actuators is o
o
used on engines o$ratt & Whrh.y, I$gd-Jome Rolls-Royc.e engines. +r
o
z
The electrical power for the system is provided by a small alternator located on the accessory o
gearbox as the main power supply. The alternate power supply comes from the electrical system o
I<
of the aircraft. With its own alternater the. FADEC svstem is of the 1y )
I

from the aircraft during njrrmal_ lprfation. This is important if the aircraft system or the o
U
connection to it fails. This failure would have no effect on the engine operation. The alternate f.
power supply from the aircraft is used for engine starting and in case of an FADEC alternator $
F{
failure. During the start of the ensine the Dower
^ suoolv is taken over bv the FAD tor
I
The amount of power the FADEC system needs is relativg!/gw (approt 2$00 W) because it is
used only for the operation of the EEC, the sensors and the control of the servo valves and (t)
-
solenoid valves. In Fig. 14.I.35 the EEC *d rh-:__fADEC alternator on a GE90-1158 are shown.
EI

N{odule - 14l Propulsion

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Revision No. 06
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 Ba CS h Airlines Training Center BATC

I
$TATOH

*: ffi,
#tr
{Jf, ",}.
ilr

t ffi

#
I
I
4

m
I
a-

Figure 14.1.35: EEC on the of a GE90. EEC alternator on the accessory gearbox.
: :i
'lili,i,.i, :.
,

The
$, trarne,ss connectors for Ch l A and Channel B are visible.

All the componen FADEC system and the components controlled by the FADEC system
are designed AS lacement. The time needed for the
replacement of a 5 minutes and depends on the engine type and the
component. To achieve rep t times during real operation, the LRUs are designed for
an installation without adjustments.
ta
q)
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2
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Module -14l Propulsion

Issue No. 01 |
Revision No. 06
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Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC

J1
JI3 !

@:
AIRPLANE SYSTTFIS
CONilTCTIONS
JI , J3, J{+, J?
J5 J4
CHAHIIEL A
ENGII.TE
COT{HECTIONS
J5, J7, J9, J13 J12

B ENGI}IE
CHAiII.IEL
CONNECTIOHS JZ
J6, J8, J10, J12

ENGlI{E RATII'IG
PLUG CONilECTION
Pl1 k1

Ii
1

P38
FO
F25 - Sroo
FS3

PCI
TCAPPE}}

Figurel4.1.36: The markings show the case the different EEC (typical) components

The EEC -

The EE9 is usually the Here the ambient temperature has a

acceptable values the flight operation of the EEC. For the- redundancy of the
hardware the Channe! :!and Channql B. Each of the
two channels has i one connection to the FADEC alternator and one to
the aircraft network. 4.1 .35 the location of the main components of a GE90 EEC
as an example.

o
o
P
o
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o
o
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--
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+
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Module - 14 1Propulsion
Iqsue No. 01 | Revision No. 06
Categoryl 82 Page ll- 64
Date: 09 June 2019 v
 Ban CS h Airlines Trai nt Center BATC

i
I
tri t ,r:4. .. l

E
tffir
a {mfr
I t +I
I
? I r T *&
I

}NFT tST
fifi t- fsY n$? ?{tv

I I $ l.! 'n
i
:

r ' ! I r.t.r A!tI f{f'}tf{ril ilii i. lJ! ;.i j ;;r ll

> l!i I iJltfi ,t,
'Irli.rrft.t '

trr i;;g 1 f' t

? irAtJFt str r$,' ,
lil ir{.8t" t 'f i-} t rI ,,ii oju
i.i.

Figure 14. 1 .3 7: The types connected to an EEC

Inputs and Outputs

..
Within the EEC the pressure the of air pressures are installed. This
is a similar feature of the systems turbofan engines. The pressures to be sensed
a
are picked up by station of the engine gas path and
transferred tube inside the EEC. To sense
the thrust lever are used. They are installed at the sensing location.

The sensors for the of gas values are located at the corresponding positions (for
example T12 sensor in the respective case. Additionally to the gas path
values the EEC senses the and positions of several actuators and the thrust lever. The
ca
engine sensors are mainlv desiqned as dual sensors. If an electrical sensor is not a1'r o
+,
LRU for the lacement line a spare sensor is installed together with the o
main sensors for Channel A and Channel B. z
o
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Module-14 IPropulsion
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Date: 0',i June 2019 v
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712

/
t
{. t
I

l
t ,l
i
I

\
ffi,,
Accsss fioor
i

r"

ru

The 6-78 and electrical connection.

Probes for total pressure ure are installed to sense pressures. They are desisned
+-= as
sensor (P25 andT25 for example).
,ungt+preh.es or are com
q
o
The T25 sensor supplies H=PC inlet temperature to the EEC. The EEC uses T25 as one of the P
o
inputs to control the variable bypass ,u1y9t _(VBV) and variable stator vanes ryq!. z
o
Te ith thermocouple type used for high tempetaLure zone sensors oru o
h
thermal device s used for low temperrture zone). Which type is used -
-l

o
ture range to be sensed. The 1e sen sors are mainlyug{aJ (J
the rylg]ge and i, t$l!'rbir. *gu. F.
$
F{
rh@SorSarein4uctiontypeseqsorsandoperatewithoutcontacttotheshaft.A !
toothed ring rotates near the sensing element and influences its magnetic field. For the sensing of
theN1speedthetoothedringislocatedontheN1shaftwithinthe.
---- (r,
The toothed ring or -=-=
wheel for theN2 sensing (on twin-sp gol engines) is located in the accessory
e=-- rlr

Module - 14l Propulsion

lssue No. 01|
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Date: 09 June 2019 v
 Banglaclesh Airlines Training Center BATC
gearbox. To save the special N2 sensor, the alternate current of the FADEC alternator is used by
some systems for the N2 s

For the sensing of positions, several types of sensors are used. The tion sensor within a
hydraulic actua tor is an+VDT (linear variable differential transducer). This sensor senses any
-- the actuator piston can reach along the piston stroke. The
position rota valves are
sensed with RVDTs (rotating variable differential transducer). On the thrust levers resolvers are
used. For functions with only two states, switches are used to detect the actual position. These
switches have dual contacts or two switches are installed to have separate circuits for the two
channels.

To have redundant sensors, the teInpg13tr4q s.ensors, the @lgnsor and the ppssurelrausdycers
E-du41. For each sensed value a Channel A and a Channel B sensor is installed. The same
piinciple is used for the position feedback sensors I acfuators and valves. To have
maximum hardware redundancy the sensors are c to the EEC with separate connectors
and cables. If an engine has additional monitoring y with these
sensors, they are single sensors and c to of the two s. The fuel flow
.--
transmitter is usually--a-single sensor . But both ls. That's why this
installation is qalled a sharo.{ '^-Ior. F 8 shows of sensor inputs to an
EEC. Th. u{ dutu rvrt.r., rur example s Mach n ef, totAl-air telqpgrature and
Most EECs are able to calculate these val -
their own data, but the values from
the air data system are more

t side the EEC is connected to the torque

motors for the con to SOids for the switching of hydraulic or air
pressure. Each has two electrical circuits, one for Channel A and one
for Channel B. for each channel to connect these circuits to the
EEC.

Both control at the same time to process the input data, but odLFq
output signals control of actuators. This channel is called the channel-in o
(,
mmand. The other chAnnel is the stend.b)r+hennel. This channel becomes the channel in +,
o
command during the next engine start. z
!__
o
q
L
)
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D-
+
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Module - 14l Propulsion

Issue No. 01 |
Revision No. 06
Categoryl 82 Page ll- 67
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC !

SIHGLE SEN$OBS

EEC
!

ACTIVE
CHANNEL
c0l{TBoL
A
OUTPUTS

QUAD SEHSORS DUA.L $EHSgRE. SHARED SENSOHS CCDL

SY*HN SY

SINGLE SEI,ISORS

Fig. t4.t.

The Control Software

In both channels the same The

parts-?ccording to their are: -
r' The control software
a

,/
The basic is similar to tle system structufe of the hydro-
mechroigal_caffrol are:

Power
-n NIiEPR control q
Fuel metering valve control o)
/o +,
z/'a Subsystem control o
z
o
o
L
-)
o
(J
F.
$
F{
I

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rlt
Module - 14
Issue No. 0l Revision No. 06 o
B2
Date: 09 June 2019
1- 68
v
t.
 Bangladesh Airlines Training Center BATC
Figure 14.I.39 shows a simplified block diagram of a control software. Depel4enlg$ system
design the power management section calc ulatg-s thQ Nl.o-,rund or EPReqqmqrna. Following the
'€-I

a
processlng sequence for an Nl controlled engine, the next step is the Nl control. Here the actual
N1 is compared to the Nlcommand. If a difference -.- the Nl control sectioil serrds an
acce leration or deceleration to the fuel tion. This section i-
a
calculates the FMV demand and sends it to the closed lo op coritroller for the FMV. From the
limiting section the FMV control section also receives inpu ts. The N2 comes

\___ if the TL
active tion and the current idle ratin is based on N2 The
sub tem con section controls the actuators of the subsystems like VSV, "VBV and_ACC
<--
according to the changing operating parameters.

Nlact Oher VBVcrnd

(EPRacl) lnputs
Subsystern VSVcmd
TBVcrnd
Control
HPT ASCcmd
LFT ACCcmd

TLA Fower N l crncl N1 l,lt Error FMV FMVcrncI

fii{anagement (EFFlcnrtl) Gontroller EPH Error) Control
(EPA Controller)

N2 Speed
ldle ldle Speed Acr.el./ Press.
Domand Calculation
Control Decel" Lirniting
Lirniting

a Psl2 T25 N2act IA5 P0 T25 Po Ps3

Starting Control

Figure 14.1.39: Simplified structure of the control software based on the CFM56-5B software

Most of the FADEC systems with the EPR as the thrust control f'arameter are able to operate in
th.Ngpd. as a! alffi $lode. The EEC will switch to this mode if the sensing or calculation
of the EPR is no longer possible. In the N1 mode the engine can be controlled manually similar to q
q)
the normal EPR mode, but there may be some restri cti ons for auto throttle operation +.
o
Through its outputs the EEC coJntrols the actuatgts in a closed loop control circglt. For the
z
I
o
necessary feedbackinformationtotheEEC@nstal1ed-tneach-actuatorand q
L
connected to the EEC. Figure l4.l 40 shows this control principle with the related software -
-,
sections within the EEC. The necessary position command comes from the control law of the o
U
respective function and is sent to the closed loop control section, Here the actual actuator position
f-
is compared to the commanded position. As long as an error exists an otrtput current keeps the $
F{
torque motor for the servo valve control out of the neutral position.

a
(r)

EI
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v
*<-

Module - 14l Proptrlsion Categor-r I ti2 P4gg l 1- 69

Issue No. 01 |
Revision No. 06 Date: l)) June 2019
 Bangladesh Airli nes Training Center BATC

COI'ITROL !
SEHSOHS

DEhIAT.ID
CAI-CULATOH

OEMAND FEEDBACK POStnct{

SEN$OB

COHTROL LAW COhILTAHD

EHSV t"ttdu ACTUATOR

EEC

Figure 14.1.40: The principle of control channel.

Fuel from the servo valve acfuator then again moves the
sensor. When the acfuator commanded the closed loop control
section stops the movement by setting the servo the neutral position.

a
The engines of an engine series available several thrust ratings. The control
software is identical for all thrust despite the information about the thrust
a
rating of the in a plug, which is installed on the
corresponding EEC plug ir or dalq _qulry plUg Figure
"ul-]99jlt,rydyg
14.1.41 . The rS the only information stored in this plug. All or some
of the following can the data entry plug:

Engine serial

,f o
q)
+)
o
, CS
z
? o
o
t<
-)
o
This design allows an easy change of the thrust rating of an engine by changing the data entry U
plug. Through the data entry plug the EEC software is configured for the individual engine. F.
Therefore the information stored in the plug belongs to the engine like the nameplate. To make $ !
t{
this fact visible and to prevent a removal of the plug during EEC replacement, $*:=is
I
the e''','ine e+se+*ithalanyagl. The data entry plug datacorrespond to the data written
€Flppedlo .!

on the engine nameplate. These data are the engine serial number, thrust rating and NI/EPR tt)
modifier.
ET

Module 14 | Propulsion
Issue No. 01 |
Revision No. 06
Categoryl B2 Page l1- 70
Date: 09 June 2019 v
a
 Airlines Center BATC

6
m

ry r-.4

I :.,+rS

rBk
I
1
\
d :11
l i ::.:::::J
t :t:
* i{

'aa=
,1.,.-, i
-fi
{=
:=
1

i
!l I I
,,\
.+i
lrr';
'R.i.

,#."
{ ", .t

*
ffii
t

;,d":{,
t-'
* ry"
e
4 '
.

.fiw I

&e

FUSH+I'LLLINK

GCIDING SIRCUIT

o-fitNG o
o
P
o
$I{EATHED
CABLE z
o
o
k
)
I

o
LJ
F-
a
+
\ roe=* B'LTED oN THE F{
EArlcASE
I

Figure 14.1.41 Data entry plug on the EEC of a CFM56-78.

(t)

, EI

Module - 14l Propulsion

'Issue
No. 01 |
Revision No. 06
Categoryl 82 Page
Date: 09 June 2019
ll- 71
v
 Bangladesh Airlines Training Center BATC
The Nl or EBB mod$ er is used to correct uction tolerances of after the test cell
run. To understand the principle of this correction for an Nl controlled engine, two brand new or
freshly overhauled engines of the same type and thrust rating are compared; running on the same
Nl under identical atmospheric conditions. The power management software will calculate the
same Nlcommand in both EECs. Due to production tolerances the two engines will generate
different thrust forces that are normally higher than the nciminal thrust. The lurpose of the N 1
modifier is to e the Nl of the en to low er value, which leads to the same
thrust on both engines. TgccolqqlisLthis, p
individual modifier injhedataentry
" plug of
each engine. With this modifier the EEC determines the Nl difference for the reduction
o the calculated Nlcommand. On the display for the pilots the unchanged Nlcommand and
actual Nl are shown. So the N1 indication of all engines are identical at the same thrust setting
despite the different modifier levels.

The function of an EPR modifier is slightly different. It assures that all engines produce their
rated thrust at the same EPR. a
lower or hi e. An engine that produces the nal thrust at
for examole.
+-
needs an EPR fi u
I.

When an engine produces more thrust a modifier, it will hgve a

gi!?n lr,FGT margin with the use of an or fier. B es of modifiers can only be
specified after a test cell run because the necessary measurement can be done in a test cell
only.

*t a

E1 EilG2
tR IFT
?Riltr XXffiI
5:iE$El

26300 lbs 26465 lbs

(7
\ ts-,]
{7
\ lcol
I' xt

xt ![ t{tA

Iorer raior
rE
o
o
2S3t)0 lbs 26300 lbs +,
EI{G I
U'{GHAHGED {v
\E
(h
\rm
z
o

l{I s NtE o
o
L
7
o
-
I

E
FAN SPEED ilICIDIFIEH TRIM 5 CJ
THIM SCHEDULE
DEUTA, H1 4
3 F-
2 +
I Fl
o
3SO0 NI 43Si) I

NI TRIM (t)
, Figure 14.1.42: Effect of the Nl ryodifier
.z- - "*-=''
EI
Module - 14 P
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ulsion
Revision No. 06 ..
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Date: 09 June 2019
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 B an CS h A irlines Tra Center BATC

Fry Modifier + 0

T.O. Thrust

smd { Weak
a Engine t Engrne

,
I
I
1.55 EPR

Figure 14.1.43: Definition of EPR modifier.

An engine that reaches the nominal thrust at an EPR of 1.55 would require an EPR of0

The Maintenance Software

While trol t, the maintenance S

oarallel to it and monitors the

L .-
. The detection of failures triggers fault
messages to the central maintenance computer of the aircraft. At a higher fault class the fault
messages also trigger messages in the ECAM or EICAS s ystem. The maintenance software is the
part of the software the mechanics communicate with via the central maintenance computer
during troubleshooting. To make the troub le shoo ting as easy as possible, the maintenance
software is able to isolate the most proba ble causes for a fault. With this information the isolation
of the faulty component IS facilita ted. The fault state of the FADEC system is also used to
calculate the dispatch level of the SYS tem before engine start. With this function the EEC can
indicate if the system is unserviceable or the operating time until fault fixing is limited

The maintenance software is also able to do s v stem tests with

This makes a running engine for the tests unnecessary. The tests are used to verify a fault and for
a system test after the re- placement of a system component. The extent of the number of tests th
o
tryt
depends on the engine type . Common are mainl th electrical EEC tes t, the i ition test and the +,
o
z
o
The main task of the control software is to keep the engine running within its operating limit until q
L
the pilot shuts the engine down. This job has also to be done by the software if a fault or multiple )
t

faults occur. To make this possible the software is designed to be fault tolerant. This means it can o
U
operate the engine r,vith lost input signals or lost functions. The latter occlrrs with multiple faults f-
present. To always have the channel with the best health status as the channel in command, +
F{
managing software selects the channel in cornrnand depending on the health status. JJ:eiealth
status i s determined ti ts. The managing software changes the
channel in command during the operation il the health status of the channel in command V1

-decreises below the health status of the standbv channel.

! --'ttj'
_.:
:;
IIl

Module
Issue No. 01
- 14l Propulsion
|
Revision No. 06
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Date: 09 June 2019
73

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 Ban h A irl tnes Tra I n I n Center BATC
The loss of an input signal does not lead directly to a change of the channel in command. If an
input value from an aircraft system is lost, the EEC uses its own sensors to determine this value-
If an input value from a sensor is lost, the EEC has several ways to react to keep the functions
alive. It can use the input value from the other channel or it uses a synthesized value or it uses a
default value im t data all these ssibilities . For.less important
5p!q . For the sYnthesizing of a lost input value the EEC
calculatei the'value from several other sensed values on the engine. As an example the
compressor inlet tempera fure can be calcu from shgft gged and 4ompregsor--outlet
+mBerafirre. This reaOtion to a sensor fault assures that the faglt hag no effect on the engine
"

operation. The pilots see no change in engine behavior. Only in the maintenance report after the
flight the sensor fault is visible.

Table l4-l-l Fail-safe positions of some actuators on a CFM56-5B

El\ift' closcd 0 ksft

vsv closcd eugine operation impossible above idle
\TBV opcn loss of ruil(. T"O. po\t'er an#or high EGT
sAv clpscd tro sterter operatiou
HPTCC VALVE closed ffi6 9& stage air/clearancc$ qp€c
LPTCC VAL\,IE opcu 58y'* clearmcrs mahtained
FT'EL RETUR}I modulatd idte (engine oil trycrature con-
VALYE closed trolled)

If a system function is lost due to an electric or hydraulic fault, the actuator for this function will
move to its fail-safe position, In this state the affected system operates in a mode, which is
uncritical for the engine, e.g. it can be kept within the operating limits. Depending on the lost
function, such an operation with one or more systems in a fail-safe state can limit the engine
operation. If the VBV system is in the fail-safe state for example, the VBVs will be open. The
engine can't reach take-off thrust. Table l4-l-1 shows fail-safe positions of selected functions of o
o
a CFM56-5B. P
o
z
Engine staring and ignition control
o
o
ti
EEC control the engina starrlt It starting parameter like EGT , N2 rise, fuel flow, -)
starter valve tion etc. EE matical abort starts if it finds any abnormal events. It o
U
automatically disengage starter valve, -
e ignition system off when designed conditions are f-
meet. EEC also automatically starts ignition even though ignition switch is off under some severe $
Fl
condition.

t)
,
'^ *=4' rII

v
-.i:

Module-14 lPropulsion Categoryl 82 Page ll- 74

Issue No- 01 | Revision No. 06 Date: 09 June 2019
 irlines i Center BATC
Active Clearance control

The furbine cases active clearance control system uses fan air to keep the turbine cases at a low
temperature. This makes the furbine case smaller and decreases the clearance between the turbine
blade tips and the turbine case. The smaller clearance increases engine efficiency.

The low pressure turbine active clearance control (ACC) valve lets fan air blow on the LPT case.
The EEC controls the LPT ACC valve. Seventh stage servo air operates the valve.

The high pressure turbine (HPT) active clearanc. iort.ot (ACC; valve lets fan air blow on the
HPT case

The EEC controls in th to the HPT ACC valve. The EHSV sends servo
fuel ssure to the v acfuator

Variable geometry control

The compressor control system keeps pressure sor (LPC) and high pressure
compressor (HPC) airflows the same condi an
staI1. 7

These are the compre ssor control subsystems:

--'Yanable bypass valve

a
y'{uruale stator vane (VS
The VBV aff the stream. This decteases the gudity of
air that g oes into EEC lsa in the HMU to opep:telhe-VBVs,
t€rrque motot
motor sends to two VBV actuators. The actuators move bypass
valves.

The VSV s airflow. The EEC controls a to ue o

o
motor in the HMU to operatg.jhe Yf,Vs. The torquq motor sends @re to P
13-- o
19@lors . The YSV-actuators "operate the HPC inlet guide vanes (IGV) and the stare_l_throug! 3 z
sgEY:ases. o
o
L
--
o
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Module -14lPropulsion
Issue No. 01 |
Revision No. 06
Categoryl B2 Page l1- 75
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
Engine fuel metering

General a

Engine fuel metering system controls fuel flow for engine operation efficiently. These are the
major engine control system components involved in fuel metering.

-zr.T,tectronic engine control (EEC)

4 Hydro mechanical Unit (HMU).
y's"nsors
EEC

As discussed earlier, each can control the engine. One

computer is in active control while the other c . One computer is channel A
and the other computer is channel B. The two cate
data link CCDL

When both channels operate normally, and B active channel and

standby channel each time the engine i S ontrol occurs if N2 was {nore
:
and active channel has no faults or fewer
faults than the new standby are the ma olthe EEC

Input signal validation and proce a

Starting, and on control

Engine
Reverse thrust
Engine core con
High Pressure Control (HPTACC) and Low Pressure Turbine
Active Clearance C c)
BITE o
Flight compartment indication. o
+,
o
z
o
o
L
-
t

o
(J
F-
+ !
F{
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til
Module - 14|Propulsion
I Issue No. 01
I Revision No. 06
Categoryl 82 Page ll- 76
Date: O9 June 2019 v
 Ba n h A irlin ES Tra I n tn Center BATC
HMU

LPTACf,

t} }"IPTACC

TBV
I"IEAO
v R00

ID
TSR

I
HFSOV
IilOIC&TION I

I
vEY CLOSE
CHAHNEL g
TOHHECTGft OPEtr

RAISfD LETTTRS
CHAililEL A ( EXAIIPLE }
CONf-TECTSR

PCR

OVTRBSAR$
}RAIN LINE FU*#

Figure 14.1.44: HMU - Different Connection (CFM56-7B)

a

SENVO FUEL PRESSURE COTIIIAT{DS

i) + * * f

rilv TBV HPTACC LPTACC vBv vsv

EilSv EHSV EHSY EHSV Eftsv IHSV

SERYO SEftVO
q
THRUST
ruEL +
HEATER
PREsSUTE
RE6ULATOR
LEVET o
+,
A{GLE
RESOLVER o
2
rUEL
PTSIP
EH6IHE closE cor{TRoL
o
HPSOV CLOSE COHTROL
ASSE'6LY
soLEr{oI0
q
Ii
EltGIi'lE
rUEL/OIL START F IRE =
o
BYPASS EEC
LEVER
HEAT
EXCHAN6ER UALVE sltITCr{ U
RESOLVER
F.
FUEL FLOU
FUEL
punp
J-
| Ft4V HPSCIV
j,
l;
TRA}iISIIITTER
START CONTROL
+
") ENG VAL\JE
t{
cL0sED b I
HI,IU
FUEL IONTTOL
PAI{EL (P5)
V)

^ Figure 14.1.15: HMU- internal comporlents

(CFM56-7B)
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lB2 :,
Module - 14l Propulsion
Issue No. 01 |
Revision No. 06
Ca or'
Date: 09 June 2019
Pagelt 1
V
 Bangladesh Airlines Training Center BATC
The hy dro mechanical unit lies fuel for e servo tem tion and
combustion. The HMU receives fuel metering signals and engine servo command signals from
-----------'---7
the EEC and the airplane.

The HMU he5€legtrif,aland-fuel connections. Theseronqgct the ftYU tgjhe_qEC, tqalrylane

.-- svstems, and to engine servo lystems. These connections are necessary for correct engine
control
operation.

The electronic engine control (EEC) sends contro in the hydro

mechanical unit (HMU). The electro-hydraulic servo valves (trHSVs) in the HMU chrylhese
signals to hy@r these components:
-----
- valve (FMV)
- Fuel metering
- Transient bleed valve (TBV)
- High pressure turbine active clearance control (HPTACC) valve
- Low pressure furbine active clearance control (LPTACC) valve
- Variable bleed valves (VBV)
- Variable stator vanes (VSV).

The High Pressure Shutoff Valve (HPS over speed governor are also in the
HMU. The$ileve{ and -the fiqe handle contrd of the EEQ=$&en
makes -
sure the N2 rotor does not turn t.
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Module-14 lPropulsion Categoryl 82 Page ll- 78

Issue No. 01 Revision No. 06 Date: 09 June 2019
 Ba n a des lt A I rII n CS Tra t n tn Center BATC
Engine fuel metering system of GE90-1158

Components

Figure 14.1.46 show fuel metering system components and interface of GE90-1 158 engine

-....e{

AIRFLAI.IE SYSTTI'S

EEC I{AIHTEilAilCE
SIITCHES {P61 } cot{TRoL
ALTEf,I{ATOR
EDTU sYsTEilS
ARIMC
629 BUSES
ELTTS

THRUST LEVERS
TNA
START/IGI{ITIOil SELECTORS (P5)

RUiI POtdER
flt6INE SE'{SOBS
POTJER
cuTorr
RESET EITGIH€
FUEL COIITROL
(PlO} EO}POITEHTS
SUTTCHTS

D. E
ai* &n

EEC ITOOE s:TITCHES (P5)

sov oPEt{

sov closE

Ht{t
EITGIHE TIRE SIIT€}IES

t4.t. metering system components

The EEC is the primary gine fuel control system. The EEC uses data from
engine sensors and alrp tems I the engine operation.

Power
q
The EEC gets power from two sources, the airplane or the engine. When the engine is not in o
operation, the electrical load management system (ELMS) supplies airplane power to the EEC. +,
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The ELMS supplies power to the EEC when one or more of these conditions occur: 2
q)
- Fuel control switch is in the RUN position o
L
- Start/ignition selector is in the START position
- EEC maintenance switch is in the TEST position.
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When the engine is in operation, the control alternator supplies power to the EEC. If the control F-
$
alternator has a failure, the ELMS supplies power to the EEC. F.l

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Module - 14l Propulsion

Issue No. 01 |
Revision No. 06
Categoryl 82 Page ll- 79
Date: 09 June 2019 v
 Banglaclesh Airlines Training Center I fefC
EEC

The EEC is a two channel computer that controls the operation of the engine. Each channel can
completely control the operation of the engine.

The EEC uses Nl to calculate thrust. The EEC controls thrust in three different modes
- Normal
- Soft reversionary
- Hard reversionary (alternate).

When the EEC is in the soft or hard reversionary mode, the thruSt caldUlations are less accurate.
The EEC goes into soft reversionary mode automatically. You push the EEC mode switch to put
the EEC in hard reversionary mode.

The EEC also controls many components in other engine subsystems and gets feedback of their
status. The EE C monitors engine sensors to get data. It is also the interface for some sensors with
their systems.

When you move the fuel control switch from to FF, thc s a reset. When the
EEC does a reset, it puts all fault data in its latile The reset also sets the
engine start logic to operate from the start

HMU

The EEC controls valves in the supply I flow to the engine and to give fuel
to the fuel nozzles. The EEC
-
ue mo the HMU to supply servo fuel to
engine air system actuators (not gives the EEC feedback about valve and
torque motor positions.

The fuel control con fuel shutoff valve (SOV) in the HMU to start and stop
fuel flow to the fuel control switch to the RUN position, the ELMS
send s power to open the fuel control switch to the CUTOFF position,
the ELMS sends power ose the ve. The valve also closes when you pull up on the engine
fire switch.
o
EDIU o
P
o
The engine data interface unit (EDIU) changes the ARINC 429 data of the EEC to ARINC 629.It z
also changes ARINC 629 data to ARINC 429. This permits the EEC to transmit data to and o
receive data from airplane systems. q
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Module -14l Propulsion

Issue No. 01I
Revision No. 06
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Date: 09 June 2019" v
 B angladesh Airlin'es TrAining Center B T€
Fuel metering

The HMU has these functions:

- Permits only the correct quantity of fuel to flow to the engine for combustion
- Puts fuel flow on or off to the engine
- Does distribution of fuel to the manifolds
- Supplies servo fuel to actuators and valves of other engine systems.

Metered Fuel Flow Control

Fuel flows into the HMU from the fuel pump. The fuel metering valve (FMV) controls how much
fuel goes to the engine (metered fuel). Fuel not used for combustion (bypass fuel) goes back to
the fuel pump through the bypass valve (BPV).

otor

the
sure

Run/Cutoff Control
'l

The engine fuel shutoff valve (SO or off to the engine. The EEC or ELMS
etergizes the cutoff not close S OV. Power to energrze the open solenoid

comes through on accommodation (TCMA) relays in the EEC. The

cutoff solenoid al pull the fire switch.

When the open solenoi pressure opens the SOV. The valve stays open until the
ELMS energizes the cutoff permits fuel pressure to close the SOV.
q
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Fuel Distribution {:,
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After fuel goes through the fuel flow transmitter, it goes to manifold 1 and to the staging valve o
to
(SV). Fuel to manifold. 2 goes through the SV. The EEC controls the SV. The fuel manifold t{
pressure sensor (FMPS) gives feedback to the EEC about the positions of the SV and the SOV. I

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Vlodule - 14l Propulsion Cateuorl'l 82 Page lL Qt Y,

,Y*
Issue No. 01 [ Revision No. t)6 Llate: 09 June 2019 V
 Bangladesh Airli Center BATC
Servo Fuel

The HMU supplies heated servo fuel pressure to move these engine air system actuators:

- HPT ACC valve

- Variable stator vanes (VSVs)
- Variable bypass valves (VBVs).

The EEC controls torque motors and an electro-hydraulic servo valve (EHSV) to let servo fuel
pressure go to the actuators

The EEC controls the EHSV position and moves the HPT ACC valve in its operation range. The
EHSV uses heated servo fuel pressure to move the valve. The EEC calculates the valve position
to keep the optimum case cooling for the most turbine efficiency. Position feedback is from an
LVDT internal to the valve.

The HMU also uses servo fuel pressure to move in ternal HMU valves like EHSV of FMV, VSV,
HPTACC etc.

TO HPT *CC T0 ltsv TO trBV

VALVE ACTUATOR ACTUATOR ACTUATOR EL?'.tS

FIBf
SUITCH
}FT ACC lvsv I vBv
sEnyo I srnvo I SEEVO

SERUO FUEL
TCI{A
NEUtYS
IfiTERNAL
SERVO
fUNCTIS{S
CLOSE

s01,
FEO'I t{AII.l
fUEL PU}IP c>
rfiv I OPEN

TO ilAIil ./1
rUEL PIfi'FY
BPV
}P REGULATOR FUEL FLOti EEC q
TRAIISIIITTER q)
sv
osG +,
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lil{u t{AIl{
6EAREOX
- FIIPS
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Figure: 14.1.47: Engine fuel metering system of GE90- 11 58
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Module-14 lPropulsion
Issue No. 01 Revision No. 06
Categoryl 82
Date: 09 June 2019
Page l1- 82
v
 Bangladesh Airlines Training Center BATC

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Issue No.01 | c Revision No. 06 Date: 09 June 2019
 Airlines Center BATC

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Module -
Issue No. 01
14l Propulsion
|
Revision No. 06
Categoryl B2 Page l0- 2
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC

Content

t4.2.1 Engine Indication 2-l

t4.2.2 Exhaust gas temperaturel Inter-stage furbine 2-3

temperafure
t4.2.3 Engine speed 2-8

14.2.4 Engine thrust indication: Engine pressure ratio, 2-t6

engine turbine discharge pressure or jet pipe
t4.2.5 EGT Indication 2-21

14.2:6 Engine Oil Monitoring System 2-24

t4.2.7 Fuel Flow Indication z-32

t4.2.8 Vibration measurement and indication 2-36

t4.2.9 Manifold Pressure Gauges 2-31

t4.2.10 Torque 2-39

t4.2.Il Propeller speed 2-41

14.2.t2 Engine Failure Detection 2-42

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Module -14l P.oprE&n

Issue No.01 |
Revision No. 06
Categoryl 82 Page l0-
Date: 09 June 2019
3
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 Bangladesh Airlines Training Center BATC

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Issue No. 01
14l Propulsion
|
Revision-No. 06
Categoryl B2 Page l0-
Date: 09 June 2019
4

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 Bangladesh Airlines Training Center BATC
14.2 Engine Indication systems

L4.2.1 Engine Indication -Introduction

Engine indications are used to monitor the parameters of the engine and its systems.
a

The engine indications can be divided into 3 groups.

o First, there are the performance indicelpns , which are also named p.i-a.y irdicatiors.
. Then there are the
_systern
indication s, which are also called sec indicati

o The third srouD of indications is used for engine trend monitoring and usually not shown
in the cockoit.

The perforrnance indications are used to monitor the performance and the limits of the engine,
and to s:I
B. thrust for the different flight phases.
The svstem indications are used to monitor the operation of engine s ystems such as e oil or fuel
sYslqlu-TheY are also trend monitoring is done on
t$Lgryd to detect ys that are
automatically rgcorded by the aircraft toring

Engine Pedormancr
lndlcation

Primary Hngine
lndicatl+n

Engine $ystern
Indlcation
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Module-14 lPropulsion
Issue No. 01 |
Revision No. 06
Categoryl 82 B 12-
Date: 09.[une 2019
|
v
 B h A irlin CS Train Center BATC
One can find engine indications, such as the ones shown (below) on this EWI display system,
which have a combination of g s and readouts

FF

FOB:

8,."e "&\' ts *f

fir"l*lHE
F,U$ED
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There are also gnaloe indicatigns with moving vertical bars, such as the ones shown on this q)
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Module - 14l Propulsion Catesoryl B2 Pase 12- 2

lssue No. 01 |
Revision No. 06 o Date: 09 June 2019
 Airlines Center BT..TC

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The control of a gas turbine engine generally requires the use of only one control lever and the t,
L
monitoring of certain indicators located on the pilot's instrument panel (ftg. A.2.4). Operation of )
,l

the control (throttle/power) lever selects a thrust level which is then maintained automatically by o
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Module -14l Propulsion

Issue No. 01|
Revision No. 06
Categoryl 82 Page 12- 3
Date: 09 June 2019 v
 Ba CS h A I rli nes Trai m Center BATC

YrlralroN Yni^ilot{

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Figure 14.2.4 Pilot's instrument panel - turbo-jet engines.
2
14.2.2.1 Turbine gas temperature o
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The temperature of the exhaust gases is always indicated to ensure that the temperature of the -)
o
turbine assembly can be checked at any specific operating condition. In addition, an automatic U
S ture con is usually ded, to ensure that the maxlmum tem fure F.
is not +
ti

Turbine gas temperature (T.G.T.) sometimes referred to as exhaust gas temperature (E.G.T.) or
jet pipe temperature (J.P.T.), is a critical variable of engine operation and it is essential to provide t)
anindicationofthistemperafure.Ideally.furbineerltrvtemp",uW.)shouldry@

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Module - 14l Propulsion Categoryl 82 Page 12- 4

Issue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
however, because of the high temperatures involved this is not practical, but, as the temperature
a drop across the turbine varies in a known manner, the temperature at the outlet from the turbine is
usuall y measured by suitably positioned thermoco les. The temperature may alternatively be
meas ured atan intermediate stage of the turbine assembly, as shown in fig. 14.2.5

t
The thermocouple probes used to transmit the temperature signal to the indicator consist of two
wires of dissimilar metals that are joined together inside a metal guard tube. Transfer holes in the
tube allow the exhaust gas to flow across the junction. The materials from which the
themocouples wires are made are usually nickel-chromium and nickel- aluminium allo

The probes are positioned in the gas stream so as to obtain a good average temperature reading
and are normally conne_cted to form a parallel circuil.f!_indiealor, which is basigqlly--a
Inillivoltmeter cali brated to read in de S tr , is connected into the circuit (frg. ru.2.6).
The junction of the two wires at the thermocouple probe is known as the '.hot' or 'ryasulgg'
junction and that at the indicator as the ]cold' or 'rtrgncg' junction. If the cold junction is at a
constant temperature and the hot junction is sensing the exhaust gas temperature, an
electromotive force (E.M.F.), proportional to the temperature difference The thermocouple
probes may be of single, double or triple element construction. Where multiple probes are used
they are of differing lengths in order to obtain a temperature reading from different points in the
gas stream to provide a better ayerage reading than can be obtained from a single probe .The
output to the temperature control system can also be used to provide a signal, in the form of short
a
pulses, which, when coupled to an indicator, will digitally record the life of the engine. During
engine operation in the higher temperafure ranges, the pulse frequency increases progressively
causing the cyclic-type indicator to record at a higher rate, thus relating engine or unit life
t

directly to operating temperatures.

l"
';
Thermocouples may also be positioned to transmit a signal of air intake temperature into the
exhaust gas temperature indicating and control systems, thus giving a reading of gas temperalure
that is compensated for variations of intake temperature. A typical double-element thermocouple
system with air intake probes is shown in fig. 14.2.6
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Module - 14 lPropulsion 12- s

Issue No. 01 |
Revision No.06 Date: 09 June 20t9
 Ban lades h A irlin CS Tra ln t Center BATC

N ICKE L
ALUrV1INIUM WIHE
NICKE L
CHR(}MIUM \^,IRE
!

I NSU LAT I NG
SLE EVE

DOUB LH E LHMENT L.P. TUFTBINH

TH E FIMOCOUPLE STAGE 1 N"(i.V. ta
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Figure 14.2.5 Turbine thermocouple installation. z
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Module -
Issue No. 01
14l Propulsion
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Revision No. 06
Categoryl 82 Pase 12- 6
Date: 09 June 2019 v
 B an CS h A I rli nes Tra I nl Center BATC

JET PIPE THEHMOCOUPLES

AIB INTAKE THERMOCOUPLE

\,,,,f JUNCTION BOX

i'4
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Jcr \
L-ION

TO GAS TEMPERATURE
i
CONTROL SYSTEM

Figure 14.2.6 A gpical ble elemcnt thermocouple system.

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Module - 14l Propulsion Categorvl B2 Page l2- 7
Issue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
14.2.3 ENGINE Speed (ROTOR SPEED INDICATION)

L4.2.3.1 Introduction

In all engines there is a rotor speed indication for each individual rotor system. There is a Nl
indication for the low ssure rotor and a N2 for the hi . There is also a N3
indication if the has

The engine rotor speed indications are always expressed as a percenta speed.

Each rotor speed indication has 3 main parts:

,.a the sensor
v/. ^tne data transmission
I and the indication.

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H1 HI

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EGT
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Module -
Issue No. 01
14l Propulsion
Revision No. 06 c
Categoryl B2 Page 12- 8
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
L4.2.3.2 SPEED SENSOR TYPES

14.2.3.2.1 TACHOMETER GENERATOR

There are 2 different types of sensor, which can measure rotor speed on engines.
t
One is the tachometer generator , which is usually located on the gearbox. The other is
variable reluctance typ e sensor.

The tachometer generator has a ent masnet that IS driven by the gearbox with a speed that
is proporti onal to the N2 rotor speed. The rotati c field generates a 3-phase AC voltage
with a frequency that is proportional to the input speed.

The frequency is converted back the speed signal in .ith* u.omputer o{nq&ator

Tachometer Generutor

36AC Voltage
$paed
$igna!

Tachometer Generator lndisator or Cornputer

n f

Figure 14.2.8 Tachometer generator

In older generation aircraft there are rotor speed indicators, which are driven directly by the
o
voltage from the tachometer generator. o
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The indicator has a synchron ous AC motor that generates a spe e ortional to the i nput z
which is the same as the speed of the drive r enerator. o
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Module - 14 Pro ulsion

Issue No. 01 |
Revision No. 06
Categorl'l ttl
Date: 09
Page l2-
June 201q
9

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 Bangladesh Airlines Training Center BATC

Curront

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TachoamterGsmrator
, f
lndicator
..{n +Terqu*

Direct indication

In modern aircraft systems the tachometer generator sends the 3-phase ACvo to FADEC
r, where it is used to calculate the s
3o*put,
The tachometer generator also supp lies e power and is therefore also
called dedicated generator or control al

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Module - 14l Propulsion

Issue No. 0l Revision No. 06
Categoryl B2 Page 12- l0
Date: 09 June 2U19 v
 Ban desh Airlines Trainin Center BATC
14.2.3.2.2 VARIABLE RELUCTANCE SPEED SENSOR

Now let us have a look at the variable reluctance speed sensor, which is normall used to measure
the Nl rotor

t
The variable ieluc tance sensor is positioned directly in line with the onic wheel bn the
compressor shaft.

As One can see phonic wheels have different shapes, but this is not important. The important
thing is that the rotating phonic wheel alternates metal and air at the tip of the sensor"to change
the sensor's magnetic field. Because the SSOT t
often needs a long support tube to make replacement of the sensor possible.

One must be very careful. during replacement not to bend or damage the probe

tq

3
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Figure 14.2.10 sensor and phonic wheel q

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There are similar sensor located near the fan b some engines. The fan blades are o
used instead of a phonic wheel to change the magnetic field of the sensor.
z
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One can find also a 1e sensor on the ox which measures the N2 rotor Lr

[email protected]@l.Inal[ )
,l

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applications a computer is used to calculate the rotational speed from the sensor pulses. U
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Module - 14l Propulsion
Issue No. 01|
Revision No. 06
Categoryl B2 Page 12- 1l
Date: 09 June 2019 v
 Bangladesh Airli nes Training Center BI

N1 h,2 V.rbblc Rclu,cirncr S pord

lndication Scntor

FAIIEC Gornputcr

Figure 14.2.ll Variablc reluctance speed sensor

14.2.3.2.3 SPEED INDICATIONS

There are 3 dif@t)"es of rotor speed

o a display with a clock typ e

. a display with a moving v
. the classical ele echani c

A11 3 indications sh tual analog and a digital indication.

with an_-
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There is alwa which is usuall a red line. This is the maximum
permitted rotor

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0 $
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094.2
N1

Figure 14.2.12 Speed indications tn

.a
/,

Module
Issue No. 01
- 14l Propulsion
|
Revision No. 06
Categoryl 82 Page 12- 12
Date: 09 June 2019 v
 Ba.ngladesh Atrlines Training Center BtTC
When acfiral Nl exceeds the red limit it can damage the engine. To make this dangerous situation
clear to the pilot, the indications on the displays change to red accompanied by warnings from the
a
central warning system.

The maximum exceedance value is recorded and in modern aircraft it also initiates an exceedance
I
report from the engine trend monitoring. This is used for planning the necessary maintenance
actions.

E 'ls HT

i
:t.: :

L___5

r:
Pr*nter
!f
!t

..d

# =
!i
t__i

AS[rS
b ffi-re
ril I
I
r'8n
tJIJ

'*r*
g;L{.:5il

MK Kffi trt ffi

ffilHF e*
o
o
P

ffi
ffia6M o

trata **trr*k
ryryffiI z
o
t)
k
)
Figure 14.2.13 Exceedence recording
U
f.
t *,
r{

.dr

L*)

hl
' L:l

Module - 14l Propulsion

Issue No. 01 |
Revision No. 06
Cat or'\ 82P
Date: 09 June
e i2- 13
201t9
t
\/
 Bangladesh Airlines Training Center BATC
14.2.3.2.4 LIMIT INDICATIONS
When N1 decreases below the red limit, a red exceedance pointer shows the recorded maximum
exceedance value or One just get a red box around the digital readout to show that an exceedance
occurred.

One can read the value with the onboard maintenance system.

One can reset the exceedance value when one finishes the necessary maintenance actions.

One.can reset the exceedance indication by pressing the corresponding pushbutton in the eockpit.
In@i s is done automaticall wi the next

00"0
Exseedanct
* TI' HI Fsinter

rt-tF m
I "f
ss
V

f;s ri I

s0s ,0:'
N1 Exeeed&ncs
q
o
Ptllntsr +,
o
z
Figure 14.2.14 Exceedance pointer o
q
Ii
When the Nl indication is used wer , then an additional indication is needed to -
-l

show the pi lot the N I value for the

o
thrust. U
F.
This value is called til
t{
Writ,or
rylgmand, or reference Nl. (t)
. /.<
k:''
{-- .- .J
Module - 14
Issue No. 01
ulsion
Revision No. 06
Ca B2
Date: 09 June 2019
-14
v
 Bangladesh Airlines Training Center BATC
The Nl limit or Nl command shows the Nl that is required for a specific flightphase, such as
take-off or climb. The value is calculated by the flight torau ES
a
There is always an analog indication on the scale and an additional digital readout. One can also
set this value manually with the knob on the lower indicator. For the displays one set the value
via the flight management system.

On some displays -
one also can find an amber line that shows the N1_fqr_lhe maxlrnunq_av4ilable
L._..-,...'.._._^
thrust, and a blue circle or w hite line t shows the N 1 for the actual throttle position.
fi

il*d lbr ?5"3

ildmunr
,!
t-* t &vu*l*klm
Tfrrux-t

[ilf,. s
CIE 95.6./n, ?5"3
HI
0onmsnd
s 10 Nr Eeference
1{1

40 s#

?0
l{t q
L!mlt o
P
fi l0 o
z
0 2 o
o
L
-)
Figure 14.2.15 Nl command o
U
F.
t
+
t'{
I
a

(t)

Module - 14l PropqE&4

Issue No. 01
|
Revision No. 06
Categoryl 82 P 12- rs
Date: 09 June 2019 v
a
 Bangladesh Airlines BATC
14.2.4 Engine thrust indication: Engine pressure ratio, engine turbine discharge pressure or
jet pipe pressure systems

One only find an EPR indication for some engine types. It is always located at the top of the
engine indications, because it is. used to set the engine power .The EPR corre to the engine
thrust, because it is the ratio of the total ssure at the turbine outlet to the ure at the

e-ret
Other engine types do not need an EPR indication, because the poWg is set with the Nl
. indication.

Each EPR indication system has 3 main parts

a 2 pressure pickups that are connected by tubes with a computer,

a a comLuter, which is either a separate EPR transmitter or part of the FADEC computer,
and
a the indicator, which is located in the cockpit.

z'Gar
ttt,
ltt ,?r
tT-i"'
\€ \,A f' !

I,L_l [&I

e? r'
)r 1i)
ll ,"J' i'
t,
\.f:: h-l *'.' , *
lndleatlon
n' il'.'
--------

o
o
+r
o
z
o
q
L
Figure 14.2.16 EPR Indication System Components --
o
U
D.
$
r{

ct)
/?
-sJ-

v
<-

Module-14 lPropulsion Categoryl 82 Page 12- 16

Issue No. 01 Revision No. 06 Date: 09 June 2019 -
 Bangladesh Airlines Training Center BATC
I4.2.4.I PRESSURE SENSORS

To calculate and indicate the EP ures.The pressure is given the name

of the station that detects it, the P2 and the P5 pressure.

- P2 is the total air ssure at the fan inlet. It is measured by u pressure probe,which is locate{in
t@. Like other air data pro bes it is electrically heated to prevent icing.P/i is the total
ressure at the turbine exit. This pressure is also sensed by probes or, like in this example,
with small holes in 3 of the turbine nozzle guidevanes.

The individual piessuies are collected by pickups in the turbine case andguided by tubes to a
common pressure manifold. This gives an average P5pressure value.

The 2 pressure values are passed to the computer for it to calculate the pressure ratio. Shown here
is an EPR transmitter, which is an earlier type of computer. Before the calculation can occur, the
computer must change the pressure into a proportional electrical signal.

The EPR tfansmrttef_USes electromechanical p.qssure transduce.s with, for example,'-bourdon

tubes.The photo shows an example of bourdon tubes..

--

Prsgsuro ta
Flckup PrBgsurB
Pirkup o
P
o
{-
A*oustic z
Uner
o
# ta
Praaeure i} tr
Frobr s
(3 -
o
U
-*b

Figure 14.2.17 Sensors and transmitters f-

+
On rno{ern er-rg@the EP R calculation is done in the FADEC com ter. It uses electronic
t-{

a p resslrre transduc like in ttre air data s-vstem. These [ransducers are much smatler, more
reliable and more exact than the electromecharrical transducers tt')

\:

Module
Issue No. 01
- 14l Propulsion
|
Revision No. 06
Cat t)rY l82 Pa
Date: 09 June 2019
e 2- t7
v
 desh Airlines Traini Center BAT

\\
T

lldisation 2.20.
]a* lra
rFa
-tii.d
P5 )2.*
.1.8
lzei
1.0
f t1.otA1..21\
I t l rl\.
. ::i:3%...

Figure 14.2.18 EPR indications

P2 P5
fi
EPR Com$rler

Plckup Prc:suro
Pickup I
&
s
FAEEC Compular

o
q
e
o)
+,
o
2
Figure 14.2.19 Sensors and FADEC
o
o
L
--
o
(J
F-
s
t-{

(n

Module - 14l Propulsion

Issue No. 0l I
Revision No.06
Categoryl B2 Page 12- 18
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.2.4.2 EPR INDICATION

Thmnl* Paslllon
1"4
t-3 1"S
I 1

I HPH

EPR required for a flexible take-off (figure above)

Circle : the actual position of the throttle

Amber
t-
color bars : the greatest thrust position

White line position : the position of the uired

The thrust of an engine is shown on a thrust- I be one basic tvoes: the first
-
and kn as an englne Dressure
rdislE.P.&) gauge, measures the ratio or p E.P.R. is the
ratio is usually that of et inlet - engine
. However, Pl a fan
the ratio mav be that of inte disc outlet pressures to coryIrn!g!
pressure.
1G-

In each instance, an of although when only the turbine discharge

pressure ls for on of inlet pressure; however, both types
may require co for t air temperafure. To compensate for ambient
atmospheric it correctron toa sub-scale on the gauge; thus,
the minimum thrust be cheCked all operating conditions.

Suitably ssure or pressUres ?ppropriatr- to the type of

indication being taken from engine. The pilot tubes are either directly connected to the q
e)
indicator or to a pressure transmitter that is electrically connected to the indicator: +r
o
An indicator that y the turbine di scharse is basicallv sause , the dial of which
2
o
may be marked in pounds per square inch (p.r.i. inches of mercug(in. Hg.), or a pgrcentage of ta
L
the maximum thrust. )
-l

o
(J
electromechanic
E.P.R. can be indicated by either ln both cases the
F-
inputs to the transq$er glsieugine inlet prgs@) and an integrat@ +
or t{
comprised off an outlet and turbine exhaust p ressures. In some
a
turbine exhaust pres sure are used alone in place of PINT.
V)

/: U

Module 14|Propulsion
- Categoryl 82 Page 12- 19
Issue No.01 |
Revision No. 06 Date: 09 June 2019
 Ban CS h A irlin CS Tra t n tn Center B A T C

LINCAR VOLYAGE €LECTRICAL

OIFFE.A€NTIAL SIGNAL
TffAI\,SFORTTIIE X
{L.V_D-T
r GIM

a
P1

FftAME
TRANSDUCEN
PruT
AIllpLlFt E tit
EVACUATED

A t
I

SEFVS I
,sloToR

POT€NTIOMETER
FOTENTIOMETCR

TO E.P.R. voL
v,o,T. IH
Pt FIEft R€TER
vo

\F

r*] Moton
{gaa.trainl

Figure14.2. E.P.R. fransmiffer.

pressure by using transducer capsules (fig

14.2.20) to deflect the ke to pivot about the
axis A.A. This IS d by linear variable differential transfomeJjlYpf) and
{onverted_to, am lified and lied to the control winding of the
servo motor.
---
The Servo mStor, through the gears, aUers the fotentiometer outp .P.R.

indiqtor and simultur.omly di# r th. e same direction as the initial yoke mo-vement ta

until the L.Vp,T. signal to the motor is cancelled and the s ystem stabilizes at the new setting. o
__ +,
The electronic E.P.R. utilizes linder which sense the o
z
alr and vibrate at frequencies relative to these pressures. From these vibration
o
frequencies electrical signals of E.P.R. are computed and are supplied to the E.P.R. gauge and ta
L
electronic engine control system. --
o
U
F.
s
t{
I

t)
rll :;

Module - 14 lPropulsion
Issue No. 01 l Revision No. 06
Categoryl 82 Pase 12- 20
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.2.5 EGT INDICATION

I4.2.5.I INTRODUCTION
a

There must be an exhaust gas temperature indication for each engine. The indication is necessary
a
to monitor the high temperatures in the engine exhaust in order to see when a limit is exceeded.

The highest tempera ture is directl y behi hot gas hits the
high pressure turbine. This temp erature is called the turbine inlet temperature or TIT. Because
this temperature gl1 C, it isFot difBmepsure the TIT.
l? ,liq,HIlT,1#0"
The exhaust gas temperature (EGT) is therefore measured at a colder location in the engine either
between the h and low re turbine or tl behind the low ssure turbine. This is
possible because the EGT has a direct tionshi to the TIT. Because of the different measuring
points One can find maximum EGT indications between 600'C an4 900'C,_

TIT
) 1/*&0 "g

=
608 *t

Figure 14.2.21 EGT indication

14.2.5.2 EGT PROBES o

o
+r"
To measure and indicate the EGT one need o
z
-r,/ temperature sensors, o
q
\,/ a means of transmitting data, and L
-
a method of indication. o
\,/ (J
To measure hi temperature s One need sensors of the thermocouple e. There are several f-
thermocouples on the engine. In the example shown here there are 9 thetmocouples. They are
+
t'{
installed in the turbine case of the engine. I
f

tl,

Module - 14l Propulsion Categor 82 Ptr 2- 2l

Issue No. 01 |
Revision No. 05 [-]ate: 09 June 2Dt9 *
 Airli ini BATC
Allthermocouplesareconnectedtoeachotherino.rderto1qq.
The thermocouples for the EGT are always connected in el in order to measure the average
exhaust gas temperafure.

The paralleliqg ,r dor._in junction boxes. To make probe replacement easier on some engines the
thermocouples are paralleled in groups in parallel junction boxes. All signals are then cgmbined
in the main box and transferred to the FADEC syste-. C)r. may recall thal special
wiring is neede4 from the probes to the cold junction. In our example the cold junction is located
in the FADEC system computer.
lllain Tharmocoupla Probo
Junclion
Box Parallal
Junctlon
Box

Pare[d
Jmcton Bonr L,
lli
Haln
JunctlonEox

-*
lndlc*lon

Figu )) indication' components

o
o
+,
o
2
o
o
L
)
,l

o
U
F-
!il
t-{
I

(t)

Module-14 lPropulsion
Issue No. 01 Revision No. 06 c
Categoryl 82 Page 12- 22
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.2.5.3 EGT INDICATION

We are now going to look al4fferent types of EGT indication:

a the display with u r]rrts$,pe scale,

t
o a display with a moying vert_ical bar, and
a the classi"ul glryg,hu"i*L indicator

All 3 indications show the actual exhaust gas tempera ture in de s Celsius in both analog and
_____--...._
Thgy 1f s9_ alwal,s show the temperature lirtrit, ,rrully@&dJ3". This is the maximum
.digtjal'
peflrusslble EGT that should nev d.

When an EGT red limit exceedance occurs in modern systems, then One get information which is
basically the same as One get when a rotor spe ed exceedance occurs. On each disp lay there is

fted
-r, !o Lirnlt

50s *01 f
{*

o
o
+,
58? o
[flIax z
,t 10 E*f EGT
o
: ca

l L
-o
,l

I
f-
$
t'{
Figure 14.2.23 EGT indications I

rn

Module - 14l Propq!!&n

Issue No. 01 |
Revision No. 06
CategorylB2- Page 12- 2t
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.2.6 ENGINE OIL MONITORING SYSTEM

14.2.6.1 OIL QUANTITY INDICATION

The oil quantity transmitter in the tank sends the information via a computer, which performs the
measurement, in this example called the engln e interface unit (E IU). to the di splay units in the

:91
Oll Quantity
T'tnsmltter

ffi
AFT Bar$g
Cornpatrent
ril
a

.t
t'
AGA
fi':.- OlL
/ "" i,,-1y.
"'
rl
L+L0, I
/ {_\.,100, -,.4-:"_.
1Ca)
ii
rl

r e l 4'2 23 orill,tluuotv,, i'l' $t g s ch em atic

,,,,,,,,,,,,,,,,1.t*
"tin a
. ia.ri:. i i:-.

The oil quantity transmiff6r':.tr normally installed at the top of the oil tank. This allows the
transmitter to be cliilnged wiffit drainin!,the tank.
tl
U", of transmittei bre.u6i.f8 ;l.:i:r'"

,a1
'
<f.. the capacitance type tr4nsmitter and
,6 the reed switch rype tri#fiiu.. q
o
+,
o
2
o
q
L
-
,l

o
(J
F-

t'{
!

V,

v
F

Module - 14 Pro ulsion Categorvl B2 Page 12- 24

Issue No. 01 Revision No. 06 Date: 09 June 2019
 Ba CS h A irlines Trai n tn Center BATC

Oll Quantlgr
Trtnsmlfter

OllQuantlty
?ransmittsr
t'
3-
a

?,

R*d S*ltch Typ+

Transmitter

--r';;;;ttt*,'--€
Capacitance Type
I f

Figure 14.2.24 Different types of quantity transmitter

Here we see the capacitance type transmitter. The upper part has the el."t.oric
"o*por.ntr
p.
the ca itance meas and al electrical cor ctor. The lower p.art, which is immersed in
t'
the oil, has 2 concentric tubes , These are the put.r of the capaciior.

a
% Trrrnmltbr

Housing with
G?,
Electronic Electrical
Gompanents Connactor

L*
,'-!

_i
o
o
ll
o
z
J
o)

Outer
o
,'F- L
Tube
,)
-l

lnner
o
Tube U
F.
$
H
I
t

Figure I1.2.25 Capacitance type transmitter

rr7

Nlodule 14l Propulsion

-
Issue No.01 |
Revision No. 06
Categor \, B2
Date: 09 June 2019
Fa 6 )- )<
v
 Bangladesh Airlines Training Center BATC
The reed transmi a e with a float inside and a multi swi The
metal tube has holes to let the oil in from the tank so that the float can move up and down with
the oil level in the tank. The float assembl tma which activate an internal
switch assembly.

The @mblahas a Jadder of reed switches connected by resi Tlegag€Li$

the float alwaysJ closes the switch nearcsl_Io_iL
rF
When, for example, the oil tank is full, then the
-
float is at the upper limit of its travel. The et in the fl us@in
the ladder to close. In this situation the resistance in the e ti minimum and
this gives maximum ou t vol the transrnitter.

It has seen that when the oil level falls, the float also falls. The switch nearest to the float closes
and all other switches open. The electrical resistance in the circuit changes with the switch that is
closed and this gives a corresponding output voltage from the transmitter.

Rssd Trancmitter

I Olt ,'.-;
L,

Floathg
thgnrl
.J +

lftervA-A t
AI
#
Ar
I a

--{
H
ffi Tubawith
Oll ln
lFloatend
?- f,iulil+cdtch
+ Agt{mhly
f
,i

]
?

ta
o
+,
o
Figure 14.2.26 Reed switch type transmitter z
o
14.2.6.2 OIL PRESSURE INDICATION q
Ii
The oil pressure transmitter is connected to the oil supply line and to the oil tank vent linq. The -o
-a

transmitter senses the pressure diffqemce between the tgtal oil nress the-oi1_suppl)z line and U
-

the vent ressure in the oil tank. Oil pressure information is sent from the oil pressure transmitter F.
!n
to the engine interface unit (EIU), which performs the measurement and then to the display unit t'{
in the cockpit. I

V)
-'
,,
,-aag'

Module-14 lPropulsion
Issue No. 01 Revision No. 06 (,
Categoryl 82 Page 12- 26
Date: 09 June 2019 v
 B CS h A irlin CS Trai nt n Center BATC

r__l
I
oil

ENGINE
ffi t:] U
AGB
/'"'i'-. 0tL
,n I zo\
lt ,r/Th
!o fo ,,. ,,

1 rod r0ar
{o i0 ,,i.

ffi H
L'
U-

Figure 14.2.27 Oil pressure schematic

14.2.6.3 OIL PRESSURE SENSOR

There are two main types of oil - the and the strain gage
type.
{*

-l

Yube
fir 1'n:, r

ua

nI ffi
oll
o
o
+,
t:--1 (" o
EN6INE
AGg TGS
z
o
,t;y. 0lL
,{}n o
I
L0:
/(^--
t F
k
-o
,l

1 too)
l/
r0o}
I '0 !. (J
ffiry*ffi F.
+
t'{
I

Figure 14.2.28 Oil pressure sensors (t)

Module -14l Propulsion

Issue No. 01 |
Revision No. 06
Categoryl 82 Page 12- 27
Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
14.2.6.4 LOW OIL PRESSURE SWITCH

An additional pressure switch is used in the engine oil system to initiate a low oil pressure
warning. The pressure switch is also connected to the oil supply line and the oil tank vent line. If
the oil pressure decreases below the limit, the low oil pressure switch closes a signal is sent to the
flight warning computer, and a warning message ears on the in the t. Note
also, that the engine low oil SSUTC is alw ays accom ed an acoustic 1n

the cockoit.

i!@l?

Lsw Oll
Preseure $wltch

ENgINE
AGg rGE

orL
/ to'
t
Ih
[.
.l<--.
/ r 0r.) roo)
t- (
-
n
I
,:,:"

14.2 oil pressure switch

Here one can see the locati I pressure transmitter and the low oil pressure switch on an
engine.
o
o
In this example they are installed oir the fan case in the ten o'clock position. +,
o
One can see where each is connected to the oil supply line and the oil tank vent pressure line.
z
o
o
Lr
)
-l

o
U
F.
$
t-{

(t)
CJ

Module-14 lPropulsion
Issue No. 01 | Revision No. 06 c
B2P
Date: 09 June 2019
2- 28
v
 Bangladesh Airlines Train ing Center ITATC

t
1"

"r')
Oil Pressurs
Transmittar
f: k**
a
t rt.,
nri

Low Oll
Prossurs
$witch

Low Oil

nectlon to
oll $upply
Vant Prrsgure
Llno

Figure 14.2.30 Pressure Transmitter & Low Pressurc Switch Location

14.2.6.5 OIL TEMPERATURE INDICATION

The location of the oil r in the lubrication system depends on the engine type.
Thelensor can be found in t@, where {-gqnses +he hot oil te,,.
ofthejil-aooler or it can be found in the pressure system, where it senses thelemperature of the
cooled oil. Oil temperature information is sent from the oil temperature sensor to a computer,
which performs the measurement and then to the display unit in the cockpit.

m 11 ta
oil
o
.aJ

t o
z
EI'JGINE
1oo* lro"
€*6
t._.'
o
ta
L
I _* -
*rffir
-l
orl o
4-i}l /-:;i\
L'" L' -
(ffi U
F-
f*, 1c.b
ffilE +
I

F{
\x:
' : -/
lll
a

v)
Figurc 14.2.31 Oil Tertrperature Inclication
-/

v
-9-:
q:

Module - 14l Propulsion Cate o B2 Pa C 2- 29

Issue No. 0l I
Revision No. 06 Date: 09 June 2019
 Ban ladesh Airlines Train Center BATC

There are2 maingpes of oil temperature sensor - the thermocouple and the tlrermistor.

F9 Ccrple

T I
"t

lffi n
0ll
E-

r
AGB TGB
{e
ffi
'*
F:

ffii ffi
-q
J
oil

Iilil
t'
GII Coohr
i

Figure 14.2

14.2.6.6 OIL CONTAMINATI

As One already know, the engine articles from the bearings and the gears to the filters
in the lubrication system.

Prrtlcbi
Concentr:tbn

Fr
Cu

Ae

Stfft o,
lncrsased
VYaar q
o
P
o
z
o)
o
Ii
)
t
o
U
f-
$
F{
Figure 14.2.33 Spectrometric Oil Analysis Program
I

One can monitor the quantity, the size, and the type of material of these particles to get some
indication of the internal wear of lubricated engine parts. A proces s called Spe ctrometric Oil tt)
---=-'- --- la

--.=rg}
Module
I.ssue No. 01
- 14l Propulsion
|
Revision No. 06
Categorvl 82 Page 12- 30
Date: O9 June 2019 v
 Bangladesh Airlines Training Center BATC
Analysis Program, or SOAP for short, is used to find out about internal wear of lu
components.

This SOAP analysis can find particles in the oil, which are so small that they cannot be caught by
the oil filters. These particles range i, sire f.om 0.001-* to 0. tl is impgAgnt to monitor
theconcentrationofthesepartic1esintheoiltoidentifyincreasedw@e.Many
particles indicate increased wear and knowledge of the material helps to identify the engine part
with increased wear. Oil samples for SOAP are taken from the oil tank at regular intervals and
$ent to the laboratory for analysis.

The scavenge oil filter element catches largqt+afrifu which are of a size of more-..!han 0.015
mm. These particles can be removed and sent for analysis. -
The problem with this is that the" filter element is not changed very often and each filter
-l

inspection takes time. Magnetic

-
detectors are method to
get information about the condition of the oil. Magnetic chip detectors catch metal particles
which are attracted to the magnet. They can be easily removed and the condition can be checked.
,::

The magnetic chip detectors can be manually,;checked at fixed intervals or on some modern
aircraft they can be electronically monitored and removed when necessary.
..::.: .,t it:i:i:-" :.ir
r'3r'
'r
l. 1a::.:::,.

]landh
%:-

f L,
l' .,f
{ r*
tr n
AFT Bearing
CsrIaflrnent

t, o
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& ft
AGB TGB
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llrnuat lltagnetlc o)
Chlp tleteEtor ?a
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Chip trct*ctor
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Figure 14.2.34 Magnetic chip detectors F{

Here One see an electronically monitored chip detector, installed in the scavenge oil line. This
chip detector has 2 magnets at its tip. The lesistance bgqryeen the-Z-chtp detector pgnets is
t)

monitored bv the electronic control unit. The res hen particlEqtenggct with the

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Module - 14 Pro ulsion Categoryl B2 Page lZ: 11-

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Issue No. 01 |
Revision No. 06 Date: 09 June 2019
 Bangladesh Airlines Training Center BATC
magnets When the t, the electronic control
urut s ends a maintenance message for the post flight report.
;
ITAHTAHCI POST FUCHT *EP(}RT Electronic illagnetic Chip Detsclor
LEG O{

cocKFlr urc Ftfiit{I fAtJLtS

ETTECTS Pl{AsE
ArA ??0000 sou8c€ gcutt
130? gL*isSe
C.l.il*c TIATiHETIC CHIP OETECTEO
06

loa t&t

Figure 14.2.35 Electronic magnetic chip ,detector

ta
the pressure difference across the filter element. The switch is connected to a warning lamp that o
+,
provides indication of partial filter blockage, with the possibility of fuel starvation. o
2
14.2.7 FUEL FLOW INDICATION o
ta
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14.2.7 .I SYSTEM ARCHITECTURE )
-l

o
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The fuel flow indicating system provide s 2 different indications for the pilot
F-
o $
The aglual fue! flow to the engines, which i.s @r hour, and F{

O The fuel used since the ine was started. This is in kg or tons. I

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 Bangladesh Airlines Training Center BATC
The fuel flow indication allows One to monitor the performance and economic operation of the
engines. The engines usually have the same power setting and therefore each flow indicator
should also show identical fuel flow.

The fuel used indication shows the mass of fuel which was burned since the last engine start on
ground. This allows comparing the performance of the different engines. It also gives redundant
information for the actual fuel quantity.

One can calculate the actual fuel quantity by subtracting the amount of used fuel from the amount
of fuel in the tanks at take-off. The fuel used indication is usually automatically reset to 0 when
the engine master switch is switched to ON and the aircraft is on the ground.

To generate the fuel flow and fuel used indications there needs to be a fuel flow transmitter on
each engine and then a calculation has to be done. The calculation in modern systems is usually
done by the FADEC system computer.

Fuel Flour
$ignal Fu*[ Ftrsrr
Fu** UEed

FADEC
Computer

o
Figure 14.2.36 Fuel florv indication system o
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14.2.7.2 FUEL FLOW TRANSMITTER INTRODUCTION z
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The fuel flow transmitter measures the mass flow of fuel between th fuel control unit and the ta
L
tf] ""-1.s. There are different types of fuel flow transmitter, but their operation is always based --
o
on a basic law of Physics (J

force is equal to mass times acceleration. f-

$
Ff
All transmitter types measure r,vhich is ap p lied by the mass of fuel.
a

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Module - 14 Pro ulsion

Issue No. 01 Revision No. 06
Cat o B2 Pa Z- J-l
Date: 09.[une 2019 v
 B h A irl I nes Train Center

.;
l;rlI
TF
*
.t
F.

MH &
1,.
..lr
il .B
dc:

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,' i9

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ffi
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Figure 14.2.37 tran smitter I

14.2.7.3 FUEL FLOW TRANSMITTER

In the transmitter type shown h 14.2.38) the turns a turbine against a spring
and the deflection angle is one the fuel. ThiE is done
here bv an imoeller that rotates con an electric motor.

-The mass of fuel turbine angle, because the acceleration of the fuel is
constant.

A tio ASS measures the furbine sends it to the

indicator. The indicator the flow directly and also calculates the fuel used value by an
integration of the fuel flow
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F=m-a

,
Deflsctlen Angl*

l*otor
-1 :&
\'
":
d
il q6r..,

Turblns
es Ac
Filotor
Frrwar

F;U$Eb
*{

.3 Powered fuel flow transmitter 2

Modern fuel flow (Fi 14.2.38) do not need an electric motor with a power
supply. They use the fue lf to te the acceleration. In this transmitter type the fuel flow
turns a small turbine. The ine also drives a drum and an impeller, which is located
inside the drum. Both are coup by a spring. q
o
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The lrel drives the turbine. drum, and impeller with a sp-eed that is propo-rtional to the volume of o
fuel. Behind the turbine the fuel passes through a fixed straightener that stops all possible fuel z
.- o
spin. The straightened fuel then passes through the rotating drum without affecting the rotation of ta
the d;;. Then the fuel hits the impeller blades. The force of the fuel delays the rotation of the tr
)
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impeller, until this braking force is compensated by the force of the spring. o
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The ?ngle between tlre rota drum and the rotating impeller is nal to the mass fuel f-
flow. The transmitter measures this anqle wi th 2 coils in combination with 4 t +
t-{
magnets .2 magnets are located on the drum atd2 are located on the ller.

When a ses the it induces a voltage pulse in the coil. In our exarnple this happens V'
_fwice for each rotation.

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 Ban h A irl I nes Tra tn I Center BATC
With no fuel flow the angle is zero and therefore the magnets on the drum and the impeller pass
the coils at the same time. When there is , the impeller magnet is delayed by an anglrain
on to the fuel s. When this happens, the from the impe ller coil is also de layed.

The FADEC system computernow calculates the time between the 2 s, which is
proportional to tbe mass fue.l flow. An integration of the fuel flow value gives the required fuel
uffiation.
Erum
$tratrghtenor

Turblrm

Golle
1r- Fuel flottn
-lJ-
t'tr{
fAnEG Gomputar

1 Fuel flow transmitter

14.2.8 Vibration m t and tion

A turbo-jet engine vibration level and a change of vibration, due to an

impending or partial may without being noticed. Many engines are therefore fitted
with vibration indicators ly monitor the vibration level of the engine. .The indicator
is usuall a ves signals through an ampl ifier from mounted
q
transmitters g. ru.2.aq. o
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A vibration transmitter is mounted on the engine casing and electrically connected to the z
-- . .amplifier and indicator. The vibratign sensing elerqent is u er c)
q
that ts\converts the rate of vibration into e and these cause the indicator pointer to L
move proportional to the vibration level. A warning lamp on the instrument panel is incorporated -o
,l

in the system to warn the pilot if an unacceptable level of vibration is approached, enabling the U
engine to be shut down and so reduce the risk of damage . The vibration level recorded on the f-
+
gauge is the sum total A more accurate method di tes F{

betu,een the es ofe ly and so enables th e source o f vibration to I

be isolated. This is particularly important on multi-spool engines.

(n

Module - 14 I Propulsion
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Date: 09 June 2019 v
 B Airlines Training Center BATC
Ac rystal-type vibration transmitter , giving a more reliable indication of vibration, has been
developed for use on multi-spool engines. A system of filters in the electrical circuit to the gauge
makes it possible to compare the vibration obtained against a known frequency range and so
locate the vibration source. A multiple-selector switch enables the pilot to select a specific area to
obtain a reading of the level of vibration.
I

J r.. i
t \
I

'/
J
a

t
t
h=1
Jr /

Fig. 14.2.40 Vibration transmitter and indicator

14.2.gManifold Pressure Ga uges

Manifold pressure gauges or 'boost' gauges as they are colloquially termed, arq,_gflbe_dtlect-
r3gryp e and are calibrated to measure absolute pressure in inches of mercury.
q
o
The power ou of an internal combustion engine depgnds gn the densi of,the tible l,
mrxture I and air introduced into its cylinders at that part of the operating cyglg known as o
z
the induction stroke. On thig stroke, the pr ston moves down the c linder ,ani nlet valve ens, o
and the fuel air mix fure, or charge prepared by the carburetor, enters the cylinder as a res ult of a q

pressure difference actrn across it durin the ke. I f, for example, an engine is runnlng ln
:> Ii
)
-l

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atmospheric conditions corresponding to the standard sea-level pressure of 14.1 lbf/in ', and the U
cylinder pressure is reduced to say, 2 ibflin2 , then the pressure difference is 12.7 lbflin2 , and F.
it is this pressure difference which'pushes' the charge into the cylinder. $
t,{

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 Bangladesh Airlines Training Center BATC
A manifold pressure gaug e measures the a the intake.-manifold. Manifold
te
pressure gauge is actually reading suction not ram air SS t is connected to the
manifold and run to the instrument. Inside the instrument is di m or bello As pressure
increases and decreases in the manifold the pressure pushes or pulls on the bellow moving the
indicator needle.

D t:I l,t It
s0l
25
-t
20 {0- ,5
t
li.l ',te
15 ALg-
45 \-
I
fr 10
n C

Figure 14.2.41 Manifold pressure gauge

The face of the manifold pressure gaug e contains a en arc to show the normal operating range,
-

and a red radial line to indicate the upp er limit of manifold

% a

5",

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 B 0n CS h A Wh n CS Tra t nt Center BATC
14.2.10 Torque

Engine torque is used to indicate the power that is develo a turbo- ller en e, and the
indicato r is known as a torque meter. The engine torque or furning moment is proportional to the
horse-power and is transmi tted throu the ller red . A torque meter system is
2
shown in fig 14.2.42.In this system, the axial thrust produced by the helical gears is opposed by
oil pressure actingon a number of pistons; the pressure required to resist the axial thrust is
transmitted to the indicator.

The torquerneter measlres hydraulicallv

the axial load produced by th'e helical oears
when transmining a drivirig torque roo /
75 !25
to the propeller

f
50 r50

25 175:
HELICAL GEAR
o 200

$ a*irl rhrusr

f Engine oitpressure

f Torquorneter oil prmsure

TNOPELLEB $HAFT
TOROUEMETEB PISTON

' '1..,,.fig,.f 4.2..424. simple torque meter system.

'''t: -r;*,., '

The power delivered by the engiife to the propeller shaft can be derived from the relationship: o
Power: torque *speed o
t,
o
Powerisderivedfrommeasuringbothtorqueandspeed;t
z
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SrrUorusps li rotors. Indicators are calibrated in a ercenta e of maximum to rque or v)
Ir
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Indications are given for the output from both engines and main rotor (M/R) torque. This is the
F.
most effective way of indicating the power being produced by the engine. $
t{
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There are several methods used to measure torque. The torque shaft is formed with toothed or
phonic wheels (Fig. 14.2.43). As the applied torque changes the phase difference between the t)

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 Bansladesh Airlines Trainins Center I BATC
signals obtained from the two speed sensors increases. The torque applied to the shaft results in a
phase the outputs of the two sensors (Fie. t4.2.44)

Torque can also bg measured by embedding strain gauges into the shaft to measure the
dqformation (strain) of the shaft; these can either be metallic foil or
resistors.

hjo.t ooil t{o,2 sai}

?os{hs{t rr}isei$ Msryl3*sfl-rx

*ligne$ {n6load}

TiJrbi{'lB ffheft

Figure 14.2.43 Torque transducer

t#1 Go;l

N!3 cot

{b}

{c} o
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Figure 14.2.44 Shaft torque sensor phase differences P
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(a) no load conditions, (b) engine lightly loaded, (c) engine heavily loaded. z
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C
ulsion
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2- 40
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14.2.11 Propeller speed

The propeller is usually mounted on a shaft, which may be an extension of the engine crankshaft.
In this case, the r.p.m. of the propeller would be the same as the crankshaft r.p.m. On some
engines, the propeller is mounted on a shaft geared to the engine crankshaft. In this type, the
r.p.m. of the propeller is different than that of the engine. In a fixed- tch ller tL.
tachometer is the indicator of engine power.
.#..-

t rtll& *

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t t\ t5 20
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IU RFM
Huko{rB
5
f,
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30*
gr#
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35* SBI}
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0ffiFAIr6Fr

: t Fmbtstt'lZx}tr
F'{B TISII FFTI

Figure 14.2,45 Engine RPM is indicated on the tachomcter

A tachometer is calibrated in hundreds of r.p.m., and gives a direct indication of the engine and
propeller r.p.m. The instrume@d, *ith,=a qreen arc de,
Some tachometers have additional markings to reflect engine andlor
propeller limitations. Therefore, the manufacturer's recommendations should be used as a
reference to clarify any misunderstanding of tachometer markings. An airplane with a constant-
sp,eeq progeller (A constant-speed propeller is a controllable-pitch propeller whose pitch is
u)
automatically varied in flight by u governor maintaining constant RPM despite varying air loads) c)
.lJ
has two controls-the throttle and the propeller corttrol. The throttls controls ower ou ut, and o
the propeller control regulates etgrne r.pm. and, in turn, propeller r.p.m., which is registered on z
o
the tachometer. ta
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Issue No. 0l I
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 Banglades h Airlines Training Center BATC

O(HAUST
6AS
H2 T^CH T{I TACH Tf,ITP

() o o

uoulrTlilG CLAIIP

ct-Al,[p A&,u5ril[tT scftEtil

ELECTfiICAL COIIfff,CION CLAT,IP AI I.ACHHEII

scrEw

**c€*TlR txslilrraExr
PAf,TL

T
{TYPICAL} ct2-77-16

Figu re 14.2.45 Engine failure detection

14.2.12 Engine Failure D etection

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14.2.L2.1 Descriptiop o)
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Engine failure detection (fig 14.2.45) provides the flight crew with a visual warning of thrust loss
z
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on any one of the three engines during takeoff. The sy stem consists of an eng ine failure detector 0
Lr
€located in the avionics and two amber ENG FAIL indicator , one on the pilot's )
a

glareshield and one on the first officer's glareshi eld. A set of contacts v o
U
which are flight are connected in the circuitry between the delqgtor and the
F-
indicator .Asgt of normall closed tacts of engine 2 and engine 3 thrust revgerser-interlOek $
r--"-
are also co een the detector and the indicator lights. The system F{

is connected to the fan speed sensor of each engine. I

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 Banglodesh Airlines Training Center BATC
14.2.12.2 Warning systems

a Warning systems are provided to give an indication of a possible failure or the existence of a
dangerous condition, so that action can be taken to safeguard the engine or aircraft. Although the
various systems of an aircraft engine are designed wherever possible to 'fail safel, additional
safety devices are sometimes fitted. Automatic propeller feath should a lower loss oc,cur,
and automatic clos of the should a turbine shaft failure occur,
are but two examples. On some engine types, the fuel system is fitted with a control to enable the
engine to be operated by manual throttling should a main fuel system failure occur.

In addition to a fire warning system, a number of other audible or visual warning systems can be
fitted to a gas turbine engine. These may be for low oil or fuel pressure, excessive vibration or
'overheating.
Indication of these may be by warning light, bell or horn. A flashing light is used to
attract the pilot's attention to a central warning panel (C. ere the actual fault is indicated.

Other instruments and lights warn the pilot of the sel position of the thrust reverser, the fan
reverser or the afterburner variable nozzle, wh appli . Gauges the pilot of such
things as hydraulic pressure and flow tor t, which vital to the correct
operation of the aircraft systems.

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Module - 14 Pro
Issue No. 01 Revision No. 06
Catesoryl B2 Page 2- 43
Date: 09 June 2019 v
 Airlines Center

IYOTES
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Module - 14l Propulsion Catesoryl B2 Pase 12- 44

lssue No. 01| Revision No. 06 Date: 09 June 2019
 Airlines Center BATC
lYOTES

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Module - 141Propulsion
Issue No. 01 |
Revision No. 06
Categorvl 82 Pase l:-
Date: 09 June 20 tq
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IYOTES

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Issue No. 01|
Revision No. 06 e
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Date: 09 June 2019 v
 , Airlines Center BATC

Chapter 3

a a

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Sta an tion
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Module - 14l Propulsion

Issue No. 01|
Revision No. 06
Catesoryl B2 Paee l0-
Date: 09 June 2019
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BLANK

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Module - 14 ulsion Catesoryl B2 Pase l0- 2

Issue No. 01 | Revision No. 06 Date: 09 June 2019
 a Bangladesh Airlines Training Center BATC

Index

Chapter Subchapters Topics Page

a 14.3 Starting and Ignition 14.3.L Introduction 3-1

14.3.2 Turbine engine ignition systems and 3-1
components
14.3.3 Operation of Engine start systems 3-8
-and components
14.3.4 Cockpit controls and Indication 3- 1s
14.3.5 Maintenance Safety Requirements 3- 16

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Module - 14l Propulsion

Issue No.01 |
No. 06
82 Page l0- 3
Categorr i
Date: 09 June 2019 v
 Airlines Center

Y BLAT{K

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Module - 14l Propulsion
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Categoryl 82
'a
Page l0- 4
Date: 09 June 2019 v
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14.3 Starting and Ignition system

L4.3.1.Introduction
To make the start of an engine possible, two systems are installed for this purpose on a turbine
engine. These are the start system and the ignition system. These two systems are always used
I

together for an engine start on ground, but in ihe typical system description in an aircraft
maintenance manual they are described in different chapters.

14.3.2. Turbine Engine Ignition Systems and Components

14.3.2.1. General
The tron s is used to ignite the fuel/air mixture in the comhrrstion chamher. The isnition
systelqis engaggd in three situations for:
nlBnpine start on ground
,'{ In-flight start after a flameout
.{Continuous ignition operation

C@iru is used under take- landing and adverse

wf@sr). The on rs . The low
temoeratures encountered cause a which makes it di fficult to iqnite fue
To ensure relight even in such a s tion requires a and reliable ignition system.
C

The ignition of the fuel/air mix wl sparks emitted by an igniter plug

installed in the combus
from an ignition exc on the on an
engine.

74.3.2.2. Ignition

Each ignition system on an sists of the following components:

ta
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a Ignition lead tension cable ) o
a Igniter plug z
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74.3.2.3. The lgnition Exciter -)
o
The igni tion exciters are installed on the ensine fan case or on the core engine. If the ignition (J
exciters are installed on the fan case, the air temperatures around the exc iters are lower and no f-
exciter cooling is necessary.
+
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lssue No. 01 |
ulsion
Revision No. 06
Categoryl 82 Pag43-1
Date: 09 June 2019 v
 Banglades h Airlines Training Center BATC

rsNrTER (2I

IGNITIOH LEAO
2 EXCTTSHS
ASSE}'BLIES

Figure 14.3.1: ignition a CFM56-7B engine

When this installation location is on leads longer compared to the core engine
installation. These ln the co@ly. This type of a

installation is used the 6-7B. ignition iters are shown in Figure 14.3.1.

The igniti on excl rh 1 VAm the aircraft. They contain cjlpacitors, the
The charging of the capacitors lasts approximately 1
second. Then they dis spark gap to the igniter plug and the charging starts again.
Due to the charge of the this discharge releases a high level of energy. fbe cuuef{
@erplug Thus it is strictly prohibited to work on a powered ta
o
ignition system. This would be extren[ely dangerous. +,
o
z
The data of a typical ignition exciter o
o
-4glprgy rating 2 to 20 Joute - L
)
t
,{Ottput voltage 2000 V o
,/O"tput current 1500 A U
rate I per second F-
2zSpark
';tzPower supply 1 15 VAC +
t{
I
Most gas turbine equipped with a high-energy, capacitor-type ignit d are
ow. Fan air is ducted to the exciter box, and then flows around the igniter (t)
lead and surrounds the igniter before flowing back into- the nacelle area. Cooling is important
ril
. ,, ,:.,.

Module - 14 |Propulsion
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Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
when continuous ignition is used for some extended period of time. Gas ,turbine engines may be
equipped ystem, which is citor
a
type system.

The typical turbine engine is equipped with a capacitor-type, or capacitor discharge, ignition
system consisting ouwo_tdg$ l independent ignition units operating from a common low-
voce:theaircraftbattery,115AC,oritsperrnanentmagnet
generator. The generator is turned directly by the engine through the accessory gear box and
produces power any time the engine is turning. The fuel
1n
turline engines can be ignited readily
in ideal atmospheric conditions, but since they often operate in the low temperatures of high
altitudes, it is imperative that the system be capable of supplying a high heat intensity spark.
Thus, a high-voltage is supplied to arc across a wide igniter spark gap, providing the ignition
system with a high degree of reliability under widely varying conditions of altitude, atmospheric
pressure, temperafure, fuel vaporization, and input voltage.

Exciter-to-ignlter plus f;abl e {2 locations}

,l
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t
t
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2
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Figure 14.3.2: Turbine ignition system components. U
F-
Atypica1ignitionsysteminc1udesrynits,twotransformerS,two!ntermediateignition +
t{
lgd+and two high-tension leads. Thus, l r.fU-frryr, the ignition system is actually a=--dtal
"t
system designed to firy_lys_lgniter plugs.
ch

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Module - 14 Pro ulsion

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Cate orv lB2 Pa e 3-3
Date: 09 June 2019 v
 Ba n lades h A ir lin CS Tra I n I Cen BATC
Capacitor Discharge Exciter Unit

This capacity-type system provides ignition for turbine engines. Like other turbine ignition
systems, it is required only for starting the engine; once combustion has begun, the flame is
continuous.

q &
"[}
115 VAC irlput

*ir4tfi
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115 VAC inpd

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: Fan air-cooled exciter.

The energy is stored in itors. Each discharge circuit incorporates two 5torage capacitors;
both are located in the unit. The voltage across these capacitors is stepped up by
transformer units. At the ins tant o f igniter plug firing, the res o
o
sufficiently to permit the larger capacitor to discharge across Jh e gap The discharge of the seeon6 P
o
caPa9!!9Ljs-o{lowrqtqge,Theresultisasparkofgreatheatintensity, z
capable of not only igniting abnormal fuel miitures but also burning away any foreign deposits o
on the plug electrodes. The exciter is a dual unit that produces sparks aI each of the two igniter q
L
plugs. A continuous series of sparks is produced until the engine starts. The power is then cut off, I
,a

and the plugs do not fire while the engine is operating other than on continuous ignition for o
(J
certain flight conditions. This is why the exciters are air cooled to prevent overheating during f.
long use of continuous ignition. $
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Issue No.'01
14 I Propulsion
|
Revision No. 06
Categoryl B2 Page l3- 4
Date: O9.June 2019 v
 Bangladesh Airlines Training Center BATC
14.3.2.4. f!" Iry@n Lead
The ignition lead conducts a very high current from the ignition exciter to the plug over a
distance of up to several meters. to
the resistance at low.
-1
Lost energy results in sparks with decreased energy.
The igni tion lead has an internal c wire that is connected to the center contacts in the
connectors at both ends. On the outside the lead haLa fle-ible steel conduit ?s a mechanical
protection. It also operates as an,electr@ng.

Between the flexible conduit and the internal copper wlre a on embeds the
center wire. When the plug connector is attached to the plug with the coupling nut, the center
contact touches the contact cap of the plug to close an electrical connection. 4. ceramic insulator
keeps the contact cen Ignition leails are cooled where they can become very warm.

COOL€B SE6TK}}T
BOSSTEB

tlrTffionrrcTtori

coOu$n AIR
AIH$(tT ASAFTEM
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Figure 14.3.4: A'typical ignition lead o
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The coo of the lead is nec because the copp er wire increases its resistance with o
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increasing temperature. At the cooled portion of a cable air from the LPC exit or from the fan L
-
duct passes through the gap between the conduit and the rubber insulation. The short cables of o
core engine mounted exciters, as shown in Figure 14.3.4, are cooled over the fuIl length. The U
F-
longer cables of fan case mounted exciters are air cooled along the core engine only. The cooling +
air for such an ignition lead enters through inlet holes and exits the lead above the coupling nut.
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From here the air flows over the surface of the igniter plug and cools the outer surface of the I

plug.
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Module - 14 Pro ulsion
Issue No. 01 [ Revision No. 06
Category[ B2
Date: 09
Page l3- 5
June 2019 v
 Ban ES h A I rli nes Tra I n tn Center BATC
7 4. 3. 2. 5. Igniter Plugs

For the location of the two igniter plugs of an engine two different configurations are in use. They
are installed on one side of the combustion chamber or symmetrically left and right of the engine
centerline.'In both configurations the igniter plugs are.installed helow the hori-nntal eenterlinq of
the engine in the comhrrstion case. The plugs are screwed into a boss in the combustion case and
its inner end immerses a few millimeters into the combustion chamber. This immersion is limited
because otherwise the inner end of the plug would be too hot during engine operation with the
result cif a short lifetime of the igniter plug. Figure_ 1 4.,3,! ghows the location of an igniter plug in
the combustion chamber of aY2500-A5. To achieve a sufficient cooling of the igniter plug tip,
air from the combustion chamber secondary flow enters the plug and flows through the tip into
the combustion chamber.
Fuel Nozzle
Cormbustion Chamher
,:r
r II

Approximate Length
of Spark

Outer Wall of Cornbustion Case

lgniter Plug
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Figure 14.3.5: Location of the igniter plug in the combustion chamber of a V2500-A5 engine (upper one)
o
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Due to this limited immersion depth into the combustion chamber, the igniter plug itself is not o
q
located within the fuel/air mixture. To ignite the fuel/air mixture the spark shoots out of the plug Ii
into the combustion chamber. This is possible due to the high amount of energy stored in the )
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capacitors of the exciter and the design of the igniter plug tip with the two electrodes. Here (J
between a semiconductor covers the isolator. This la ver
t
facilitates the f.
ionization of the air that lowers the uired level for the s parking ----
s a
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The igniter plug of a turbine engine ignition system differs considerably from the spark plug of a
reciprocating engine ignition system. [Figure 14.3.6] Its electrode must be capable of (r)

withstanding a current of much higher energy than the electrode ola conventional spark plug. tq
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This high energy current can quickly cause electrode erosion, but the short periods of operation
minimize this aspect of igniter maintenance. The electrode gap of the typical igniter plug is
designed much larger than that of a spark plug since the operating pressures are much lower and
the spark can arc more easily than in a spark plug. Finally, electrode fouling, cornmon to the
spark plug, is minimizedby the heat of the high-intensity spark.

Figure 14.3.7 is a cutaway illustration of a typical gErnular-gao igniter plug, gometimes referred to
as a long reach igniter because it projects slightly into the combustion chamber liner to produce a

. effective spark.
.... .. -.Tore

Another type of igniter plug, the constrained- is used es of turbine englnes

[Figure 14.3.8] It tes at a much cooler era b se it does not project into the
combustion-chamber liner. This is possible because the spark does not remain close to the plug,
but arcs beyond the face of the combustion chamber liner.

ff*shet

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Module - 14 Pro ulsion

Issue No. 01 Revision No. 06
Cnte o BZ Pa e

Date: 09 Jtrne 2019

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B ladesh Airlines Train Center !

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Figure 14.3.8: Constrained

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Module = 14l Propulsion

Issue No. 01 | C Revision No. 06
Categoryl 82 Paee 13- 8
Date: 09 June 2019 c v
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 Banglcrdesh Airlines Training Center BATC
14.3.3. Operation of Engine Start Systems and Components

I
74.3.3.7. General

Thestartingsystemsonthelargefurbofanenginesares.This
type of system has the advantage of a very low weight of the starter and the other system
components compared to an electrical start system. The engines of the Boeing787 have no bleed
air system to prevent the decrease in engine efficiency during bleed air use. A bleed air extraction
reduces the thermal efficiency of an engine. Thus there is no traditional pneumatic sptem
connected to the engines. All the energy the engines deliver for the aircraft systems is electric
energy. The engines are started with the two generators on each engine. They are designed as
starter generators. The large generators are necessary for the supply of the aircraft and are no
additional weight for the engine start system. The pioliferation of gas turbine starter types seems
to indicate that no one starter shows a definite superiority, for all situations, over other types. The
choice of a starting system depends on several (Figure 14.3.9). Following arc list of
various forms of gas furbine starters:
o Electric motor starter
o Electric motor-generator
o Air turbine starter
o Cartridge or solid-propellant starter
o Fuel-air combustion starter
o Hydraulic motor starter
o Liquid monopropellant s
o Air-impingement starter

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Module - 14 P
Issre No.01 |
ulsion
Revision No. 06
Cat B2 Pa
Date:0 June 2019
-9
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Ban lodesh Airlines Train Center BATC

Feak EGT )
E:&aust ga$ *
terfiperafi,tre i Ir le Efi T
v8r$u$ tifn$ I Com prs$sl Ir rpl
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Figure 14 tion o pressure spool during the start sequence.

On most ven the HP spool via a drive shat. Thus a starter

motor (or in short s ted the accessory gearbox is able to drive the HP spool. The
start sequence of an in Figure 14.3.9, begins with the acceleration of the HP
spool to a speed high en airflow through the combustion chamber that allows the
-
build-up of an inflammable fue alr mixture. This is safely possible at relatively low rotor speeds
o
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of approximately 20%. After the shaft speed for safe lighroff is reached, the high pressure o
shutoff valve is opened and the fuel flows to the fuel nozzles. Some percent of HP spool speed z
earlier or simultaneously, the ignition is activated and light-off occurs as the fuel reaches the o
'combustion chamber. At this low rotor speed the torque of the FIPT is too low for the further o
Lr

acceleration of the spool. Thus the starter remains on after the combustion has begun. The -o
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acceleration with the combined torque of the starter and the HPT continues to a rotor speed from U
which the engine can accelerate without any further starter assistance. This starter cutout speed f-
is 5 to l0% (approx.) above the self-sustaining speed of the engine. At the starter cutout speed
+
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the starter and the ignition are switched off automatically or by the EEC and the engine I

accelerates to idle.
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Module-14 lPropulsion
Issue No. 01 I Revision No. 06
Categoryl B2 Page 13- 10
Date: 09 June 2019 v
 t Bangladesh Airlines Training Center BATC
After the beginning of the combustion the EGT starts to rise. It reaches its peak before the HP
spool speed reaches the starter cutout speed. For a trouble-free start sequence it is important to
release the fuel flow at or above the rotor speed intended for this step. Otherwise there is a risk of
a compressor stall with high EGT. Even without a compressor stall the EGT limit can be
exceeded, if the airflow and thus the torque of the HPT is too low.
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Module - 14
lssue No. 01 Revision No. 06
Ca B2
Date:09 Jutre 2019
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 Bangladesh Airlines Training Center BATC
7 4. 3. 3.2. Starting System Components
The typical pneumatic starting system has the following components:

o Starter duct to connect the starter with the aircraft pneumatic system
o Starter
o Start valve for the shut-off of the air supply with the associated wiring
. Cockpit controls and indications
..-
r; Starter Duct Vievv A
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,;

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rc
'l Starter
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tr F'
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Location of
it
Start Valve
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View A
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segment is installed after the engine is fitted to the engine pylon of the aircraft. o
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74.3.3.4. The Pneumatic Sturter o
z
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The pneumatic starter contains a turbine, a reduction gear and a clutch that connects the reduction ta
tr
gear with the starter output shaft during starter operation. The starter output shaft fits into the -
associated gear shaft of the gearbox. To ensure a quick replacement of a damaged starter, it is o
CJ
mostly affached with a mounting V-clamp to the gearbox adapter. Figure 14.3.11 &. 14.3.138
F.
show this type of attachment. +!
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Module-14 lPropulsion Categoryl 82

Issue No. 01 I Revision No. 06
Page 13- 12
Date: 09 June 2019 V:
 CS h Airlines Training Center BATC

\":rq
\'t Lower $egment of
I
Starter Duct
L,i;

f ffi '.. lErwl;

fiil Fill Port
si

k*
Frr Air Outlet
*$
Drain For"t
b-
[-r
!

Mounting Clamp L--,

Figure 14.3.1 1: The starter on the accessory gearbox of aY2500-A5 engine

After the shut-off of the ly during sequence the clutch operates as a

ratchet freewheel. This prevents of the by the engine. During fuither
acceleration of the engine the c are centrifugal force and the starter gear is
completely disco the engine operation. Figure 14.3.12 shows
the arrangement starter clutch.

For lubrication the S tains amountof engine oil. This small oil filling heats up
very quickly. Thus the time for continuous operation is limited. Usually three
consecutive start cycles wi perrnitted. These cycles must
s pausing between them are
be followed by a cool down o f 30 minutes before the next start attempt can be made (see a o
o
typical AMM and/FCOM for appropriate instruction). +,
o
2
74.3.3.5. The Start Valve 6)
ta
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The start valve is a pneumatically operated butterfly valve. It is commanded electrically via its -)
o
solenoid valve that controls the supply of air pressure to the valve actuator. The valve operates (J
with the air pressure of the starter duct that is also known as duct pressure. For the indication of f-
the valve position it contains switches that are connected to the start valve open light in the +
t'{
cockpit or to the EEC on most FADEC engines. 't

Constructional feature of a typical start valve: (r')

The start val ve contro ls pneumatic power to the starter. The valve opens for these englne Irl

v
operattons:
Module - 14 Pr ulsion Ca 82 -13
Revision No. 06 Date: 09 June 2019
Issue No. 01
 B CS h A tr lt n CS Trai n tn Center BATC
.Ground start
-In flight starts which require starter assist
Motoring. ,

Physical Description:
ThL valve is a buuerfly shutoff valve..It is electrically controlled and pneumatically operated. The
valve is spring-loaded closed. The primary components are the valve body assembly and the
actuator assembly.
The valve body assembly has these components:
- Butterfly valve
- Valve shaft
Shaft bearings
- External position indicator.
The actuator assembly has these components:
- Torsion spring
- Pneumatic acfuator
- Solenoid valve assembly
- Valve position switch
- Manual override provision.

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ELECTRICAL
COUNECTOi LEFT fAN
cohrl (REF)D
VALVE BODY
ASSE}IBLY ACTUATOR CLOSE tr,l16:
trmr tYsT$l
ASSE}IBLY *rsr
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$TARTER OVERRIDE
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START VALVE o o o
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IiIAI{UAL OVERRIDE'lIITH t{
VISUAL II.IDICATOR )
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Functional Description (J
F.
The valve solenoid energizes when you put the engine start switch to the GRD position. This +
permits air pressure to the pneumatic actuator. The pneumatic actuator force is more than the t{
torsion spring force and the start valve opens. I

The DEUs use the valve position switch to supply indicati on in the flight compartment. t)
You use a 3/8 inch gguare drive tool to manually open the valve. A visual indicator on the val VE EI

Module - 14l Propulsion Categoryl 82 Page 13- 14

Issue No.01 | Revision No. 06 Date: 09 June 20L9 o

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 Bangladesh Airlines Training Center BATC
A small hole in the left fan cowl gives you access to the manual override. A placard is near the
hole.

Turbine Turbine
Nozzle Flotor Clutch
Guide
Vanes Axral View on Clutch

Air in
I

b
Air out Geartrain Output Shaft
Figure 14.3.12: The urain colnponents of a pneumatic starter.

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Drive Square & Pos. lndicator
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 I

Bangladesh Airlines Training Center BATC

Figure 14.3.13A: The pneumatic start valve of aY2500-A5 engine

The start valve is installed in the starter duct upstream of the starter. Where in the duct the valve
is installed, depends on the reachability of the valve while the aircraft is on the ground. The valve
must be reachable by the mechanic on the ground for the manual operation of the valve during
starting if the electrical operation is not possible. On aircraft with the engines low above the
ground the start valve is installed near the horizontal centerline of the engine. On large aircraft
the start valve is installed at a lower position, because the valve can only be reached from below.
All starter valves have provisions for the manual operation of the valve like handles or tool
adapters. In Figure 14.3.13 the startvalve installation of aY2500 is shown. The location of the
valve actuator and the manual drive square is visible.

CROSS FEED FNOiT AUXILIARY

fiUNNING ENGINI rcWEH UNIT (A.P.U.I
AIRFHAT'IIE

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ENGINE AN STARTTR
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Note: Safety features incorporated with a Pneumatic Starter and Starter Shut Off Valve (SOV):
tt)

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(a) Mechanical Safety: Shear neck of a Pneumatic Starter breaks at a predetermined torque value
or rpm if the starter output shaft i.e. pawl does not disengage from AGB of engine.
a

(b) Aerodynamic Safety: The NGV of Pneumatic Starter will be choked if the SOV remains
a
Failed Open after self-accelerating speed.

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Module-14 lPropulsion Catesoryl B2 Pase 13- 17

Issue No. 01 |
Revision No. 06 Date: 09 June 2019

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Bangladesh Airlines Training Center BATC

14.3.4. Cockpit Controls and Indications

74.3.4.7. General
The start system is controlled by using a start switch on the overhead panel or by the mode
selector and engine master switch used on Airbus aircraft.

On non-FADEC aircraft the start switch also activates the power supply to the ignition systems of
the engine. On FADEC engines the power supply for the ignition exciter is usually switched by
the EEC

For a better understanding of the operation of the start and the ignition a typical system i.e.
CFM56-7B on the 737-800(NG) is described in the following article. The description begins at
the point when the preparations for the engine start are finished, e.g. the electric power suppty
and the air supply are established.

14.3.4.2. Start System and lgnition System of the CFMS 6-78

14.3.4.2.1. Ground Start

The power for the start valve solenoids is the only electrical power switched directly by the start
switches. The power supply for the ignition tches and the
ignition relays within the EECs.
Figure 15.13.15: The start and ignition system of the CFM56-7B (simplified)
t

I l r ., s*ool co'rr
28VDC ';.'vqF.r" Starl Valve
r \c# r.

ry"'
Slart Svvilches

Start Sl*itch Pos. to EtC (analog)

Switch Fos"
to DHU
$tart Pos.
$tart $\tV. to o
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P
Stert Vahs Pos.
o
to cns z
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Start Lever Fos. rCI EES L
Excitsr 1
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,l

11sVAC o
Lefl U
IGN 1

115VAC Exciter 2 D.
IGN 2 H
+
Start Lever $witches F{
I

Figure 14.3.14: The start and ignition system of the CFM56-78 (simplified) (r)

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Module - 14 ulsion C B2P 3- 18
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 Bongladesh Airlines Training Center BATC
The position of the start switch and of the selector switch is sensed by the DEUs. These
computers send this information to the EEC as digital data. The EEC also receives the start
I
switch position information directly from the switch. The EEC uses the information direct from
the switch alternately if the DEU data cannot be received due to a system fault. Figure 14.3.14
shows the simplified system schematic.

When the start switch is turned to the ground position the start valve opens and the EEC is
powered from the aircraft network. At the time the light-off N2 is reached the EEC is fully
operable. At this speed the start lever is moved to the idle position by the pilot to release the fuel
flow. Simultaneously the power supply for the exciter passes the start lever switches and reaches
the ignition relays within the EEC. The EEC has received the start lever position information and
closes the ignition relays.

Thus one or both ignition exciters are powered and the engine lights off. At the starter cutout
speed of 55oh N2 the DEUs command the start switch return to OFF. The engine accelerates to
the idle N2 and the start sequence ends.

14.3.5. Maintenance Safety Requirem ents

14.3.5.1. Turbine lgnition System an'd Mainten&nce

Maintenance of the typical turb tt on system consrs ts primarily of inspection, test,
troubleshooting, removal, and

Inspection
Inspection of the rgrutron ludes the following:

o Ignition lead free of arcing, carbon tracking

and cracks.
a The grommet seal king. [Figure 14.3.15]
q
o The wire insulati dence of arcing through the
o
insulation. +,
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o Inspect the complete system for security of component mounting, shorts or high-voltage z
arcing, and loose connections. o)
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Module - 14 P
Issue No. 01
ulsiort
Revision No. 06
Cate B2 Pa e 3- t9
Date: [!9 June 2Al9 v
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Airlines Center BATC !

Evidenc* *l *rci*g

Euiderc* a{ tladmner "

Figure 14.3.1 5 : Flashover inspection.

Gsp Typicxl Firing Clean

Firing
,'Ooseription End Conliguration End

'-#igfrudtage. Yss
*ir,,*url*c€ geF

High-vol e
, ilam gnp Yss

Yas o
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F-
., l'!aw gap $ !
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Figure 14.3.16: Firing end cleaning. (n

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Module -14l
Issue No. 01 |
Propulsion
Revision No. 06
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Date: 09 June 2019 v
 Bangladesh Airlines Training Center BATC
Check System Operation

t
The igniter can be checked by listening for a snapping noise as the engine begins to turn, driven
by the starter. The igniter can also be checked by removing it and activating the start cycle,
noting the spark across the igniter.

CAUTION: The high energy level and voltage associated with turbine ignition systems can
cause injury or death to personnel coming into contact with the activated system.

Repair
Tighten and secure as required and replace faulty components and wiring. Secure, tighten, and
safety as required.

14.3.5.2. Removal, Muintenunce, and Installation of lgnitioi System Components

applicable manufacturer' s instructions before performing any ignition system maintenance.

Igniter Plugs
1. Disconnect ignition leads from igniter plugs. A, good procedure to perform before
disconnecting the ignition lead is to disconnect the low-voltage primary lead from the ignition
exciter unit and wait at least one minute to permit the stored energy to dissipate before
disconnecting the high-voltage cable from'ffie igniter.
2. Remove igniter plugs froq mounts.
3. Inspect igniter plug gap Sflrface material. Before inspection, remove residue from the shell
exterior using :a'',.dry cloth:i'Do not remove any deposits or residue from the firing end of the
low-voltage igniters. Hi$-voltage igniters can have the firing end cleaned to aid in
inspection.
4. Inspect for fretting of igniter plug shank.
5. Replace an igniter plug whose',surface is granular, chipped, or otherwise damaged.
6. Replace dirty or carbonized',ighiter plugs. q
q)
7 . Install igniter plugs in mounting pads. +,
o
Ignition System Leads
z
o
q
1 Remove clamps securing ignition leads to engine tr
2 Remove safety wire and disconnect electrical connectors from exciter units. -)
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J Remove safety wire and disconnect lead from igniter plug. U
4 Discharge any electrical charge stored in the system by grounding and remove ignition leads
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5 Clean leads with approved dry cleaning solvent. t{
6 Inspect connectors for damaged threads, corrosion, cracked insulators, and bent or broken I

connector pins.
7 Inspect leads for worn or burned areas, deep cuts, fraying, and general deterioration. t,
8 Perform continuity check of ignition l{
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9 Reinstall leads, "reversing the removar
Module - 14 Pro ulsion
Issue No. 01 Revision No,-06
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Date: 09 June 2019
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Propulsion
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Reference Books:

SL. No Name of the Book Author/Publisher

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01 The Principles of Gas Turbine Treager

02 The Jet Engine Rolls Royce Ltd

03 Aircraft Powelplants James L. McKinley & Ralph D. Bent

04 Airframe and Po-.wq_rp1_an! Mechanic s : Federal Aviation Administration

Powerplant Handbook (AC-65- l2A)

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