Downloaded from htp:/hwwweveryspec.com on 2011-03-07T20:34:06. FM 1-506 Figure 9-7. Thermocouple Assembly Exhaust Gas Tempera- ture Indicator aulosyn rotation, in turn, causes the inditarautosyn to rotate, This resus in an indication of engine fuel con- sumption, FUEL FLOW INDICATOR The fuel flow inicator shows ful flow in pounds (or kilograms) per hour to the fuel nozzles (Figure 9-9). Fuel flow is motored for n-fight fuel consumption, checking engine performance, an in-flight cruise control The relationship of abnormal fuel ow to other instrument readings provides one ofthe best indicators for probable cause of engine malfunction. FUEL PRESSURE INDICATING SYSTEM A typical fuel pressure indicating system provides continuous reading of fuel pressure (psi) inthe main ue supply line from boost pups in the fanks by an electrical transmitter, The transmitter is connected t6 a tap on the valve manifold, Al fuel supply lines join the top electrical 97Downloaded from hipaa everyspec.com on 2011-03-07720:3406, FM 1-506 Figure 9-9. Fuel Flow Indicator transmitter to deliver fuel othe engin through te fuel contro inlet hose, Electricity is supplied to the transmit ter by the 28-volt AC syst FUEL INLET PRESSURE INDICATOR Fuel system characteristics frequently make it ad- visable to monitor te fuel pump inlet pressure (igure 4410), In case of fuel flow stoppage inflight, the source of fiat shouldbe ate quik. This deternines whether trouble developed inthe engine or inthe aircraft fuel system, Prompt corrective action may then be taken In addition, the fel pump inlet pressure indicates pos sible cavitation atthe uel pump ine in fight wil also shows whether or not the fel system is operating properly during engine ground checks. Figure 9-10. Fuel Inlet Pressure In- dicator 98 ENGINE OIL PRESSURE INDICATING SYSTEM typical engine oil pressure indicating system provides continuous reading of engine ol pump pressure in psi to the indicator. This is provided by an electrical et mounted on the engine inet section. The s connected to the 28-volt AC electrical system and by a hose to a pressure tap on the engine ol far housing OIL PRESSURE INDICATOR To urd gs engage ai quate lubrication and caolng of engine pars ol supp! to critical areas must be motored (Figure 9). The oll pressure indicator shows the pressure Teayed bythe oil pressure transmiter, On most installations theo pres Sue transmitter takes breather pressure into consiera- tion, relaying the true pressure drop across the ols in the oi sytem Figure 8-11. Oil Pressure Indicator ENGINE OIL TEMPERATURE INDICATING SYSTEM Ina typical engine oil temperature indicating system, the indicator is electrically connected to the 28-volt DC system, A electrical resistance type thermobulb in sled in he ng ol pump housing measures the temperature of oil entering that unit. The temperature reading is transmitted to the indicator in degrees cen- tigrade: Two disserbler metals heat to electric OIL-IN TEMPERATURE INDICATOR ‘The ability of the engine oil to lubricate and cool is a function of the ol temperature and the amount of ciDownloaded from htpwww.everyspec.com on 2011-09-07T20:34:06, supplied to the critical areas. An ol inlet temperature indicator is frequently provided to show the ol tempera ture as it enters the engine bearing compartments. Oil inlet temperature also indicates proper operation of the engine oll cooler (Figure 9-12) FM 1-506 Figure 9-13. Air Temperature Indicator salted oy thstmesuing goad st sandy varying the exhaust nozzle area ofthe engine to achieve the desied EGT. Figure 9-12. Oil-in Temperature Indicator AIR TEMPERATURE INDICATOR The air temperature indications (Figure 9-13) cur. rently used in aircraft ar free air temperature (FAT), outside air temperature (OA), ram air temperature (RAT), total ai temperature (TAT), and static air temperature GAT), Regardless of which temperature i instrumented in a specific aircraft model, the ight ‘manual shows how to use it, along with applicable charts or tables, to set the EPR values which provide rated thrust levels, The EPR setting varies with the thrust level desired and withthe true TAT exiting at the font ofthe engine (I, Some aircraft have instrumentation which indicates 7, values that may be used without correction to determine EPR settings. ENGINE THRUST INDICATION The way a pilot sets and monitors the thrust produced by the engine as ben mentioned bor (Figure 9-14), Thrust indication is discussed in detail below. On some. fe engine RPM and exhaust gas temperature (EGT} are used to indicate and set thrust. On Such engines the plot receives the fll rated thrust of the engine for takeoff at 100 percent RPM and a specified ECT. The specified ECT at 100 percent RPM is Figure 9-14. Engine Pressure Ratio Indicator On centrifugal compressor engines, notably the military 1, thrust i indicated by RPM alone. Full rated thrust for takeoff is obtained when the tachometer reads 200 percent. The [48 has a fixed nozzle area which is established at manufacture. While there is an EGT limit for takeoff and for the other engine ratings, a J48 will normally operate at EGT below the applicable limit for the thrust rating used by the plo. Ifthe ECT reaches the allowable limit the engine deteriorates or malfunctions Most afterburning and non aferburing turbojets and turbofans with singe or dual xial-fow compressors ‘use engine ratio to measure engine thrust. EPR in: dlcators compare toa turbine dicarge pressure to total 99