Ata 77 Engine Indicating

Ameco Beijing
Aviation College
Training Manual
Fundamentals
Jet
Aircraft
Maintenance
Fundamentals
ATA 77
Engine Indicating
JAR-66
Lufthansa Issue: July 2000

Technical Training GmbH For Training Purposes Only
Book No: JAMF ATA 77 ALL Lufthansa Base ã Lufthansa 1995
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
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ENGINE INDICATING Ameco Beijing FUNDAMENTALS
Aviation College
ATA 77 ENGINE INDICATING
For Training Purposes Only
HAM US/F Li 24.8.98 Page 1

ENGINE INDICATING
INTRODUCTION TO ENGINE INDICATIONS
Ameco Beijing FUNDAMENTALS
Aviation College ATA 77 Lesson 1

ENGINE INDICATION SYSTEMS
Engine indications are used to monitor the parameters of the engine and its
systems.
The engine indications can be divided into 3 groups. First, there are the perfor-
mance indications that are also named primary indications.
Then there are the system indications that are also called secondary indica-
tions.
The third group of indications is used for engine trend monitoring and usually
not shown in the cockpit.
The performance indications are used to monitor the performance and the lim-
its of the engine and to set the thrust for the different flight phases.
The system indications are used to monitor the operation of engine systems
such as the oil or fuel system. They are also used to detect malfunctions
quickly.
Engine trend monitoring is done on the ground to detect engine problems at an
early stage. It uses engine parameters that are automatically recorded by the
aircraft condition monitoring system, (ACMS).
HAM US Li 24.8.98 Page 2

ENGINE INDICATING Ameco
Beijing FUNDAMENTALS
ENGINE PERFORMANCE
INDICATION
ENGINE SYSTEM
INDICATION
ACMS
ENGINE TREND
MONITORING
Figure 1 Engine Indication System

ENGINE INDICATING

Engine Indication Systems (contd.)
You can find engine indications such as the ones shown on this ECAM display
system. They have a combination of gauge type analog displays and digital
readouts.
There are also analog indications with moving vertical bars such as the ones
shown on this EICAS display.


Figure 2 Engine Performance Indication

ENGINE INDICATING
ENGINE PERFORMANCE INDICATIONS

The indication which is always located at the top is used to monitor and set the
engine thrust.
Because it is not possible to measure the thrust directly, there are 2 different
indications which give an equivalent value.
This is either the rotational speed of the fan, called N1 or the engine pressure
ratio.
The other performance indications are the engine rotor speed indications for
each rotor system. This means that in addition to N1, there is N2 and, if avail-
able, also N3.
There is also the exhaust gas temperature indication (EGT) and the fuel flow
indication.
Data for the indications is gathered by specific sensors or probes. The data is
usually electrically transmitted to the indicators.
Sensors fitted to engines with a FADEC system will first transmit the data to
the FADEC system computer.
The computer then sends the data to the indicators or display system and also
uses it to control the engine.
ENGINE SYSTEM INDICATIONS

We use the secondary engine indications to monitor the correct operation of
engine systems. These are also called engine system indications.
The indications for the oil system monitor the oil quantity, the oil pressure and
the oil temperature.
The engine vibration indication shows you any imbalance that occurs in the
rotating parts of the engine. For example an imbalance can be generated by
damage to blades or bearings.
The nacelle temperature increases for example when there is a leakage of hot
air in the engine nacelle.
The indications on the EICAS generally give the same information as the indi-
cations on the ECAM, although they are shown in a different way.


Figure 3 Engine Performance Indications

ENGINE INDICATING

Engine System Indication (contd.)
There are also warnings and cautions displayed on the ECAM / EICAS page
when an indication exceeds a limit, or when, as shown here, the system de-
tects a low oil pressure. Or when a filter gets clogged as indicated here. Or
when an unlocked thrust reverser is detected.


Figure 4 Engine System Indications

ENGINE INDICATING
ENGINE TREND MONITORING

Modern engines are very reliable and economic, but the performance of the
engine modules decrease during their lifetime.
To prevent larger performance reductions or even engine problems during
flight you need a monitoring tool that alerts us to a problem at an early stage.
This tool is called engine trend monitoring.
The engine trend monitoring is done in the workshop by analysing engine data
that is periodically recorded during flight by the aircraft condition monitoring
system.
The ACMS provides this data on a printout from the cockpit printer and it can
also usually transmit the data via the ACARS datalink to the ground.
The transmitted engine data is analysed by a computer system in order to find
any parameters that indicate a trend towards a limit.
3 different analyses are usually done, the thermodynamic analysis, the me-
chanic--dynamic analysis and the oil consumption analysis.
The thermodynamic analysis checks the pressures and temperatures along the
gas flow path. It also monitors the feedback signals from the VSV and VBV, the
active clearance control and the fuel flow.
The data gives exact information about the condition of the engine components
involved in the thermodynamic process.
The mechanic--dynamic analysis mainly checks for failures of the rotor system.
For example imbalances and bearing failures. To do this it checks engine vibra-
tion and rotor speed signals.
The oil consumption analysis generates an alert when the oil consumption ex-
ceeds a certain level.

ENGINE INDICATING
PO TO
P12 T12 P13 P25 T25 P3 T3 P5 T5
FUEL
VBV VSV FLOW ACC
PRINTER
OIL TANK
N1 SPEED & N2 VIBRATION

VIBRATION DATA LINK
OIL QUANTITY
Figure 5 Engine Trend Monitoring

ENGINE INDICATION
ROTOR SPEED INDICATION

INTRODUCTION
In all engines there is a rotor speed indication for each individual rotor system.
There is an N1 indication for the low pressure rotor and an N2 for the high
pressure rotor. There is also an N3 indication if the engine has 3 rotors. The
engine rotor speed indications are always expressed as a percentage of a
100% design speed. Now read the N1 value for engine number 2 in the exam-
ple.
Each rotor speed indication has 3 main parts:
: the sensor
: the data transmission
: and the indication.

ENGINE INDICATION

INDICATION
FADEC COMPUTER
Figure 6 Introduction
ENGINE INDICATION
TACHOMETER GENERATOR
There are 2 different types of sensor which can measure rotor speed on en-
gines. One is the variable reluctance type sensor. The other is the tachometer
generator type which is usually located on the gearbox.
The tachometer generator has a permanent magnet that is driven by the gear-
box with a speed that is proportional to the N2 rotor speed. The rotating mag-
netic field generates a 3 phase AC voltage with a frequency that is proportional
to the input speed. The frequency is converted/changed (transferred) back to
the speed signal in either a computer or indicator.

ENGINE INDICATION
3Æ AC VOLTAGE
INDICATOR OR COMPUTER
Figure 7 Tachometer Generator

ENGINE INDICATION

Tachometer Generator (contd.)
In older generation aircraft there are rotor speed indicators which are driven
directly by the voltage from the tachometer generator. The indicator has a syn-
chronous AC motor that generates a speed proportional to the input frequency
which is the same as the speed of the drive shaft on the tachometer generator.
An eddy current clutch transfers the speed into a proportional torque which
moves the gauge pointer to the correct indication.

ENGINE INDICATION
SYNCHRONOUS EDDY CURRENT

MOTOR CLUTCH
TACHOMETER GENERATOR INDICATOR
Figure 8 Direct Indication

ENGINE INDICATION

Tachometer Generator (contd.)
In modern aircraft systems the tachometer generator sends the 3 phase AC
voltage to the FADEC computer where it is used to calculate the speed signal.
The tachometer generator also supplies electrical power to the computer and is
therefore also called dedicated generator or control alternator. In the next seg-
ment you are going to learn about the other speed sensor type.

ENGINE INDICATION

SPEED + POWER
SIGNAL SUPPLY
FADEC COMPUTER
Figure 9 FADEC Generator

ENGINE INDICATION
VARIABLE RELUCTANCE SPEED SENSOR

Now let us have a look at the variable reluctance speed sensor which is nor-
mally used to measure the N1 rotor speed. Can you identify the N1 sensor on
the graphic? The variable reluctance sensor is positioned directly in line with
the phonic wheel on the compressor shaft. As you can see phonic wheels have
different shapes, but this is not important. The important thing is that the rotat-
ing phonic wheel alternates metal and air at the tip of the sensor to change the
sensor’s magnetic field.) Because the sensor must be located near the com-
pressor shaft it often needs a long support tube to make replacement of the
sensor possible. You must be very careful during replacement not to bend or
damage the probe.

ENGINE INDICATION
SPEED SENSOR
PHONIC WHEEL
Figure 10 Sensor and Phonic Wheel

ENGINE INDICATION

Variable Reluctance Type Sensor (contd.)
There are similar sensor types located near the fan blades on some engines.
The fan blades are used instead of a phonic wheel to change the magnetic field
of the sensor. You can find There is also a variable reluctance type sensor on
the gearbox which measures the N2 rotor speed. In this installation a gear in
the gear box has the function of the phonic wheel. In all applications a com-
puter is used to calculate the rotational speed from the sensor pulses. The next
segment looks at rotor speed indications.

ENGINE INDICATION
VARIABLE RELUCTANCE
SPEED SENSOR
N2
INDICATION
FADEC COMPUTER
Figure 11 Variable Reluctance Speed Sensor

ENGINE INDICATION
INDICATIONS
There are 3 different types of rotor speed indication. A display with a clock type
scale, a display with a moving vertical bar and the classical electromechanical
indicator. All 3 indications show the actual N1 value with an analog and a digital
indication. There is always a speed limit indication which is usually a red line.
This is the maximum permitted rotor speed.

ENGINE INDICATION

Figure 12 Indications
ENGINE INDICATION

Indications (contd.)
When actual N1 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 central warning system. The maximum
exceedance value is recorded and in modern aircraft it also initiates an excee-
dance report from the engine trend monitoring. This is used for planning the
necessary maintenance actions.

ENGINE INDICATION

Figure 13 Exceedance Recording

ENGINE INDICATION

When N1 decreases below the red limit a red exceedance pointer shows the
recorded maximum exceedance value. Or you just get a red box around the
digital readout to show that an exceedance occurred. You can read the value
with the CMC. You can reset the exceedance value when you finish the neces-
sary maintenance actions any ground maintenance that is necessary. You can
reset the exceedance indication by pressing the corresponding pushbutton in
the cockpit. In modern aircraft this is done automatically with the next engine
start.

ENGINE INDICATION
EXCEEDANCE
POINTER
RED
BOX
EXCEEDANCE
POINTER
RESET SWITCH
Figure 14 Exceedance Pointer

ENGINE INDICATION

When the N1 indication is used to set engine power, then an additional indica-
tion is needed to show the pilot the N1 value for the required thrust. This value
is called N1 limit or N1 command or reference N1. Find the N1 limit indication.
The N1 limit or N1 command shows the N1 that is required for a specific flight
phase such as take off or climb. The value is calculated by the flight manage-
ment or autothrottle system. There is always an analog indication on the scale
and an additional digital readout. You can also set this value manually with the
knob on the lower indicator. For the displays, you set the value via the flight
management system. There is more detail on this in the avionic course. On
some displays you also can find an amber line that shows the N1 for the maxi-
mum available thrust and a blue circle or white line that shows the N1 for the
actual throttle position.

ENGINE INDICATION
N1 COMMAND
REFERENCE N1
MAX. AVAILABLE
BLUE CIRCLE THRUST
WHITE LINE N1 LIMIT

Figure 15 N1 Command
ENGINE INDICATION
EPR INDICATION
Aviation College ATA 77 LESSON 3
EPR INDICATION
INTRODUCTION
You only find an EPR indication on some aircraft/engine combinations. It is al-
ways located at the top of the engine indications, because it is used to set the
engine power. The EPR corresponds to the engine thrust because it is the ratio
of the total pressure at the turbine outlet to the total pressure at the fan inlet.
Other engine types do not need an EPR indication because the power is set
with the N1 indication. Each EPR indication system has 3 main parts: 2 pres-
sure pickups that are connected by tubes with a computer, a computer which is
either a separate EPR transmitter or part of the FADEC computer and the indi-
cator, which is located in the cockpit.

ENGINE INDICATION
EPR INDICATION
PRESSURE
PICKUP
EPR COMPUTER PRESSURE
PICKUP
Figure 16 EPR Indication System Components

ENGINE INDICATION
EPR INDICATION
PRESSURE SENSOR
To calculate and indicate the EPR you must measure 2 pressures. The pres-
sure is given the name of the station that detects it. For example the P2 and
the P5 pressure. P2 is the total air pressure at the fan inlet. It is measured by a
pressure probe which is located in the fan airstream. Like other air data probes
it is electrically heated to prevent icing. P5 is the total gas pressure at the tur-
bine exit. This pressure is also sensed by probes or like in this example with
small holes in 3 of the turbine frame struts. The individual pressures are col-
lected by pickups in the turbine frame and guided by tubes to a common pres-
sure manifold. This gives an average P5 pressure 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 transmitter use electromechanical pressure transducers with,
for example, bourdon tubes.

ENGINE INDICATION
EPR INDICATION
TURBINE FRAME
EPR TRANSMITTER
ACOUSTIC LINER
PRESSURE SENSOR
Figure 17 Sensors and Transmitter

ENGINE INDICATION
EPR INDICATION

Pressure Sensor (contd.)
On modern engines the EPR calculation is done in the FADEC computer. It
uses electronic pressure transducers like in the air data system. These trans-
ducers are much smaller, more reliable and more exact than the electrome-
chanical transducers.

ENGINE INDICATION
EPR INDICATION
FADEC COMPUTER
Figure 18 Sensors and Computer

ENGINE INDICATION
EPR INDICATION
INDICATIONS
In this segment we will show you 2 different types of EPR indication. Firstly the
indication on a display unit which you find on modern aircraft and secondly a
classical electromechanical indicatior on older generation aircraft. You may
have noticed that the actual EPR indication is shown by an analog readout and
a digital value. The EPR command has the same function as the N1 command
that you learned in lesson 2. This example shows the EPR required for a flex-
ible takeoff. On the classical indicator this value is called the EPR limit which is
also shown in both analog and digital format. You can also set the value manu-
ally by pulling the knob. On the display you can find also 2 indications you have
already seen on the N1 indicator. This is the amber line that shows the EPR for
the maximum available thrust and a white circle that shows the EPR that corre-
sponds to the actual throttle position.

ENGINE INDICATION
EPR INDICATION
EPR OF THROTTLE POSITION
EPR MAX.
Figure 19 EPR Indications

ENGINE INDICATION
EGT INDICATION
EGT INDICATION
INTRODUCTION
There must be an exhaust gas temperature indication for each engine. The
indication is necessary to monitor the high temperatures in the engine exhaust
in order to see when a limit is exceeded. The highest temperature is directly
behind the combustion chamber where the hot gas hits the high pressure tur-
bine. This temperature is called the turbine inlet temperature or TIT.
Because this temperature can be higher than 1.400E C, it is not easy to mea-
sure the TIT. The exhaust gas temperature (EGT) is therefore measured at a
colder location in the engine either between the high and low pressure turbine
or directly behind the low pressure turbine. This is possible because the EGT
has a direct relationship to the TIT. You can learn more about this in unit ”Gas
Turbine Fundamentals”. Because of the different measuring points you can find
maximum EGT indications between 600 EC and 900E C. To measure and indi-
cate the EGT you need:
: temperature sensors
: a means of transmitting data
: and a method of indication.

ENGINE INDICATION
EGT INDICATION
TIT
> 1400 EC
EGT ¶ 600 EC
EGT ¶ 900 EC
Figure 20 EGT Indication System

ENGINE INDICATION
EGT INDICATION
EGT PROBES
To measure high temperatures you need sensors of the thermocouple type.
There are several thermocouples on the engine, in the example shown here
there are 9. They are installed in the turbine case of the engine.
All thermocouples are connected to each other in order to generate a common
temperature value. The thermocouples for the EGT are always connected in
parallel in order to measure the average exhaust gas temperature. The paral-
leling is done 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 combined in the main junction box and transferred to the
FADEC system.
You may recall that special wiring is needed from the probes to the cold junc-
tion. In our example the cold junction is located in the FADEC system com-
puter.

ENGINE INDICATION
EGT INDICATION
MAIN THERMOCOUPLE
JUNCTION PROBE
BOX
PARALLEL
JUNCTION
BOX
PARALLEL
JUNCTION BOXES
MAIN
JUNCTION
BOX
INDICATION
FADEC COMPUTER
Figure 21 EGT Indication Components

ENGINE INDICATION
EGT INDICATION
INDICATIONS
You are now going to look at 3 different types of EGT indication.
: the display with a clock type scale
: a display with a moving vertical bar
: and the classical electromechanical indicator
All 3 indications show the actual exhaust gas temperature in degrees Celsius in
both analogue and digital.
They also always show the temperature limit, usually as a red line. This is the
maximum permissible EGT that should never be exceeded. When an EGT red
limit exceedance occurs in modern systems, then you get information which is
basically the same as you get when a rotor speed exceedance occurs.
On each display there is also an amber line that shows the maximum EGT for
the maximum continuous thrust setting. The EGT is only allowed to exceed the
amber line value for a short time when the engines run at take off or go around
thrust.

ENGINE INDICATION
EGT INDICATION
MAX. EGT
MAX. EGT
RED LIMIT
Figure 22 EGT Indications

ENGINE INDICATING
ENGINE VIBRATION MONITORING

INTRODUCTION
A very important secondary engine indication is the indication for engine vibra-
tion. It enables you to identify a rotor imbalance which can be the first sign of
engine damage.
The main parts of the engine vibration monitoring system are, as follows; the
indication in the cockpit which you have just identified. This shows the level of
vibration usually in units from 0 to about 6.
Then on the engine there are one or two vibration sensors which deliver electri-
cal signals to a computer. This computer collects and filters the vibration data
for indication and engine trend monitoring. The computer is, for example,
sometimes called the engine vibration monitoring unit or EVMU for short.

ENGINE INDICATING
INDICATION
& TREND
MONITORING
EVMU
Figure 23 Vibration Monitoring

ENGINE INDICATING
VIBRATION SENSORS
The engine vibration sensors are accelerometers that measure the radial accel-
eration of the engine. You usually find 2 sensors on each engine. One sensor is
located in the compressor area, for example, near the N1 rotor shaft and a sec-
ond sensor is in the turbine area. For example, on the turbine frame.
Two different types of accelerometer are used on engines. One type is the
electromagnetic accelerometer and the other one is the piezoelectric--crystal
type sensor.

ENGINE INDICATING
INDICATION
&TREND
ELECTROMAGNETIC
MONITORING
ACCELEROMETER
EVMU
PIEZOELECTRIC-CRYSTAL
ACCELEROMETER
Figure 24 Vibration Sensors

ENGINE INDICATING

Vibration Sensors (contd.)
The electromagnetic sensor has a permanent magnet that is hold in the center
by 2 springs . A fixed coil surrounds the magnet. When there is a vibration, the
coil moves up and down together with the sensor housing. However the mag-
net stays almost still due to its inertia force. The difference in motion between
the coil and the magnetic field induces an AC voltage in the coil, like in a gener-
ator.
A piezoelectric crystal generates a voltage when you apply a force to the crys-
tal. In this sensor the force is applied by an inertia mass which presses the
crystal against the base plate when the sensor is accelerated. The vibration
sensors give a signal to the monitoring unit with a voltage that is proportional to
the level of acceleration. and a frequency that is equivalent to the vibration fre-
quency. The monitoring unit filters and analyzes these signals from the accel-
erometers for indication and trend monitoring.

ENGINE INDICATING
INDICATION
&TREND PERMANENT
COIL
MONITORING MAGNET
SPRINGS
EVMU
INERTIA MASS
BASE PLATE
Figure 25 Operation of Vibration Sensors

ENGINE INDICATING
VIBRATION INDICATIONS
In older aircraft types there is one engine vibration indicator for each engine.
The indicated value depends on the selection of two switches. One switch se-
lects the turbine or inlet vibration sensor and the other switch selects a filter for
a high or a low frequency.

ENGINE INDICATING

Figure 26 Vibration Indication

ENGINE INDICATING

Vibration Indications (contd.)
The vibration indication on modern aircraft is automatically controlled by the
monitoring unit, therefore you will not find any manual switching.
In this example of an ECAM display there are 2 indications for each engine.
One indication shows units of vibration for the N2 rotor system and one for the
N1 rotor system
The monitoring unit generates the 2 indications from a single sensor signal.
This can be done by comparing the frequency of the vibration signal and the 2
rotor speed signals. Usually only the forward sensor is used for this indication,
but the monitoring unit is able to switch to the aft sensor when the forward sen-
sor fails.

ENGINE INDICATING

Figure 27 Vibration Indication on ECAM

ENGINE INDICATING

This example of an EICAS display shows the vibration in an analog and digital
format. There is only one value for each engine. The monitoring unit usually
selects the highest vibration signal for the indication. The display also shows
the sensor and filter functions that are used for the indication.
Four different modes of indication are possible in this example. The first one
shows FAN and means that the forward sensor is measuring the vibration of
the N1 rotor. LPT stands for Low Pressure Turbine and means that the aft sen-
sor measures the vibration of the N1 rotor. N2 means that the vibration of the
N2 rotor system is measured by the aft sensor. BB means broad band and
shows the unfiltered vibration signal from the aft sensor. This signal is used, for
example, when a rotor speed signal is not available.
When a vibration reaches a certain critical level in some aircraft types the cor-
responding vibration indication starts pulsing. Now the pilot must react to find
the reason for the vibration for example by scanning other engine indications or
even by power reductions or engine shut--down.

ENGINE INDICATING

Figure 28 Vibration Indication on EICAS

ENGINE INDICATING

For some engines you can also use the vibration monitoring system for an ”On
wing fan balancing”. It helps to find the highest imbalance with its exact location
on the rotor. The location is given by the so called rotor phase angle. This is
the position on the rotor, measured in degrees, from a fixed reference point.
There is further information on this in lesson 8 of unit 72. You can measure the
reference point for example with a ”Trim Balance Sensor”. This works like a
rotor speed sensor but gives only 1 pulse for each rotation. You can find the
phase angle indication for example on an EICAS maintenance page together
with all vibration signals. On other aircraft you will find it on the printout from
the ACMS

ENGINE INDICATING
N1 SPEED SENSOR
PHONIC WHEEL
TRIM BALANCE
SENSOR
Figure 29 Phase Angle Measurement

ENGINE INDICATING
FUEL FLOW INDICATION

SYSTEM ARCHITECTURE
The fuel flow indicating system provides 2 different indications for the pilot: The
actual fuel flow to the engines which is in kg or tons per hour and the fuel used
since the engine was started. This is in kg or tons. The fuel flow indication al-
lows you to monitor the performance and economic operation of the engines.
The engines usually have the same power setting and therefore each flow indi-
cator 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 to compare the performance of the dif-
ferent engines. It also gives a redundant information for the actual fuel quantity.
You can calculate the actual fuel quantity by subtracting the amount of used
fuel from the amount of fuel in the tanks at takeoff.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 calcula-
tion in modern systems is usually done by the FADEC system computer. In the
next segment we show you how the fuel flow transmitter works.

ENGINE INDICATING
ACTUAL FQ = FQ AT TAKE OFF - FUEL USED

FUEL FLOW FUEL FLOW

SIGNAL FUEL USED
Figure 30 Fuel Flow Indication System

ENGINE INDICATING
FUEL FLOW TRANSMITTER

The fuel flow transmitter measures the mass flow of fuel between the fuel con-
trol unit and the fuel nozzles. There are different types of fuel flow transmitter,
but their operation is always based on a basic law of Physics; force is equal to
mass times acceleration.
All transmitter types measure the force which is applied by the mass of fuel. In
the transmitter type shown here the fuel mass turns a turbine against a spring
and the deflection angle is measured. To get the force you must accelerate the
fuel. This is done here by an impeller that rotates continuously. driven by an
electric motor.
The mass of fuel is proportional to the turbine angle because the acceleration
of the fuel is constant. A position transducer, such as synchro or LVDT mea-
sures the turbine angle and sent it to the indicator.The indicator shows the fuel
flow directly. and also calculates the fuel used value by an integration of the
fuel flow rate.

ENGINE INDICATING
F= mxa
DEFLECTION ANGLE
POSITION
SPRING
TRANSDUCER IMPELLER
MOTOR
TURBINE
3Æ AC
MOTOR
POWER
Figure 31 Powered Fuel Flow Transmitter

ENGINE INDICATING

Fuel Flow Transmitter (contd.)
Modern fuel flow transmitters do not need an electric motor with a power sup-
ply. They use the fuel itself to generate the acceleration.
In this transmitter type the fuel flow turns a small turbine. The rotating turbine
also drivesa drum and an impeller which is located inside the drum. Both are
coupled by a spring. The fuel drives the turbine, drum and impeller with a
speed that is proportional to the volume of fuel.
Behind the turbine the fuel passes through a fixed straightener that stops all
possible fuel spin. The straightened fuel then passes through the rotating drum
without affecting the rotation of the drum. Then the fuel hits the impeller blades.
The force of the fuel delays the rotation of the impeller until this braking force is
compensated by the force of the spring. The angle between the rotating drum
and the rotating impeller is proportional to the mass fuel flow.
The transmitter measures this angle with 2 coils in combination with 4 perma-
nent magnets. 2 magnets are located on the drum and 2 are located on the
impeller. When a magnet passes the coil, it induces a voltage pulse in the coil.
In our example this happens twice for each rotation. 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 fuel flow, the impeller magnet is delayed by an
angle in proportion to the fuel mass. When this happens the pulse from the im-
peller coil is also delayed.
The FADEC system computer now calculates the time between the 2 pulses,
which is proportional to the mass fuel flow. An integration of the fuel flow value
gives the required fuel used information.

ENGINE INDICATING
IMPELLER DRUM STRAIGTHENER

TURBINE
COILS
Figure 32 Fuel Flow Indication

ENGINE INDICATING
THIS PAGE INTENTIONALLY LEFT BLANK


Ameco Beijing
Aviation College
TABLE OF CONTENTS
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . 1
INTRODUCTION TO ENGINE INDICATIONS . . . . . . . . . . . . . . . . . . . . 2
ENGINE INDICATION SYSTEMS . . . . . . . . . . . . . . . . . . . . 2
ENGINE PERFORMANCE INDICATIONS . . . . . . . . . . . . 6
ENGINE SYSTEM INDICATIONS . . . . . . . . . . . . . . . . . . . . 6
ENGINE TREND MONITORING . . . . . . . . . . . . . . . . . . . . . 10
ROTOR SPEED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
TACHOMETER GENERATOR . . . . . . . . . . . . . . . . . . . . . . . 14
VARIABLE RELUCTANCE SPEED SENSOR . . . . . . . . . . 20
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
ENGINE VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
VIBRATION SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
VIBRATION INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 52
FUEL FLOW INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . 60
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . 62
Page i
Ameco Beijing
Aviation College
TABLE OF FIGURES
Figure 1 Engine Indication System . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Engine Performance Indication . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Engine Performance Indications . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Engine System Indications . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Engine Trend Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Tachometer Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Direct Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 FADEC Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Sensor and Phonic Wheel . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 Variable Reluctance Speed Sensor . . . . . . . . . . . . . . . . . 23
Figure 12 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 Exceedance Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Exceedance Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 N1 Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 16 EPR Indication System Components . . . . . . . . . . . . . . . . 33
Figure 17 Sensors and Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 18 Sensors and Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 EPR Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 20 EGT Indication System . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 21 EGT Indication Components . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 22 EGT Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 Vibration Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 Operation of Vibration Sensors . . . . . . . . . . . . . . . . . . . . . 51
Figure 26 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Vibration Indication on ECAM . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 Vibration Indication on EICAS . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Phase Angle Measurement . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 30 Fuel Flow Indication System . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Powered Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . 63
Figure 32 Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Page: ii

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Ameco Beijing

Lufthansa Issue: July 2000

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

HAM US/F Li 24.8.98 Page 1

Aviation College ATA 77 Lesson 1

INTRODUCTION TO ENGINE INDICATIONS

HAM US Li 24.8.98 Page 2

Aviation College ATA 77 Lesson 1

Figure 1 Engine Indication System

Aviation College ATA 77 Lesson 1

HAM US Li 24.8.98 Page 4

Aviation College ATA 77 Lesson 1

Figure 2 Engine Performance Indication

Aviation College ATA 77 Lesson 1

ENGINE PERFORMANCE INDICATIONS

ENGINE SYSTEM INDICATIONS

HAM US Li 24.8.98 Page 6

Aviation College ATA 77 Lesson 1

Figure 3 Engine Performance Indications

Aviation College ATA 77 Lesson 1

HAM US Li 24.8.98 Page 8

Aviation College ATA 77 Lesson 1

Figure 4 Engine System Indications

Aviation College ATA 77 Lesson 1

ENGINE TREND MONITORING

HAM US Li 24.8.98 Page 10

Aviation College ATA 77 Lesson 1

P12 T12 P13 P25 T25 P3 T3 P5 T5

N1 SPEED & N2 VIBRATION

Figure 5 Engine Trend Monitoring

Aviation College ATA 77 Lesson 2

ROTOR SPEED INDICATION

HAM US/F Li 24.8.98 Page 12

Aviation College ATA 77 Lesson 2

Aviation College ATA 77 Lesson 2

HAM US/F Li 24.8.98 Page 14

Aviation College ATA 77 Lesson 2

Figure 7 Tachometer Generator

Aviation College ATA 77 Lesson 2

HAM US/F Li 24.8.98 Page 16

Aviation College ATA 77 Lesson 2

SYNCHRONOUS EDDY CURRENT

TACHOMETER GENERATOR INDICATOR

Figure 8 Direct Indication

Aviation College ATA 77 Lesson 2

HAM US/F Li 24.8.98 Page 18

Aviation College ATA 77 Lesson 2

Figure 9 FADEC Generator

Aviation College ATA 77 Lesson 2

VARIABLE RELUCTANCE SPEED SENSOR

HAM US/F Li 24.8.98 Page 20

Aviation College ATA 77 Lesson 2

Figure 10 Sensor and Phonic Wheel

Aviation College ATA 77 Lesson 2

HAM US/F Li 24.8.98 Page 22

Aviation College ATA 77 Lesson 2