PTC B1.1 Notes - Sub Module 15.11 (Fuel Systems)

PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE
Category – B1.1 Sub Module 15.11 – Fuel Systems
MODULE 15
Sub Module 15.11
FUEL SYSTEMS
ISO 9001 - 2015 Certified For Training Purpose Only

PTC/CM/B1.1 Basic/M15/02 Issue 04, Rev. 00
15.11 July 2022
Contents
FUNCTIONS OF FUEL SYSTEM----------------------------------------1

FUEL SYSTEM LAY-OUT AND COMPONENTS -------------------2
Fuel Low Pressure (LP) Valve --------------------------------------------3
Low Pressure (LP) Fuel Pump--------------------------------------------3
Fuel Filters ---------------------------------------------------------------------5
Fuel / Oil Heat Exchangers ------------------------------------------------7
High Pressure (HP) Pumps ------------------------------------------------8
Fuel Control Unit (F.C.U.) ------------------------------------------------ 11
Computing Module --------------------------------------------------------- 11
Fuel Shutoff Valve (HP Cock) ------------------------------------------- 15
Fuel Flow Transmitter ----------------------------------------------------- 16
Fuel Nozzles ----------------------------------------------------------------- 17
Flow Divider ------------------------------------------------------------------ 21
Fuel Manifolds --------------------------------------------------------------- 21
Dump Valve ------------------------------------------------------------------ 21
OPERATION OF ENGINE CONTROL AND FUEL METERING
SYSTEMS INCLUDING FADEC --------------------------------------- 23
Main Tasks of the Fuel Control System ------------------------------ 23

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Page Intentionally Left Blank

15.11 - ii July 2022
FUNCTIONS OF FUEL SYSTEM Secondary Functions
The fuel systemserves two main functions. They can be The secondary function is,
classified as the primary function and the secondary function.
 To use fuel as a cooling medium for engine and IDG oil.
Primary Function  To use pressurized fuel as servo pressure to operate certain

engine system actuators and valves (ex. VIGV / VSV / VBV
The primary function of the fuel system is, actuators, AOHE valve etc.).
 To supply the engine combustion chamber with the required These functions are performed according to the inputs from the,
amount of fuel (metered), in proper state (filtered and
pressurized) for easy starting, in-flight relighting  Human or the auto pilot (Thrust Demand, Start/shutdown
acceleration/deceleration and stable running under all command)
operating conditions of the engine.
 Atmospheric conditions (TAT, Po)
 To automatically control Engine gas temperature (EGT) and
Speed of the rotating assemblies (RPM) within the safe  Engine itself (EGT, CDP, RPM)
margin.
 Also, some means must be provided to stop the engine when

required.

15.11 - 1 July 2022
FUEL SYSTEM LAY-OUT AND COMPONENTS
To perform these primary and secondary functions the fuel

system consists of the following components.
 Fuel low-pressure valve (LP Cock)
 Low pressure fuel pump
 Fuel filters (LP & HP)
 Fuel / Oil heat exchanger (FOHE / FCOC / Fuel heater)
 High pressure fuel pumps
 Fuel control unit – metering valve, pressurizing & shutoff

valve (HPCock), bypass valve and/or spill valve,
acceleration / deceleration control unit , RPM governors ,
dump valve , over speed control system
 Fuel flow transmitter
 Flow divider
 Fuel nozzles
Typical lay-out of fuel system components is shown in figure

15.11.01. Figure 15.11.01

15.11 - 2 July 2022
Fuel Low Pressure (LP) Valve
LP valve is located at the boundary of the aircraft fuel system and

the engine fuel system and is used to isolate or interconnect the
two systems. It is generally electrical motor operated. LP valve is
normally controlled by the engine Fire handle (push button).
When the fire handle is pulled, the LP valve closes to isolate fuel
supply to the respective engine from the airframe. On most
aircraft it’s also controlled by the engine Master switch.
Low Pressure (LP) Fuel Pump
Generally, the fuel LP pump is located inside the common LP/HP

pump housing. It can be a centrifugal pump, screw type pump
(Inducer) or a combination of the two. On some engine fuel
systems gear type pumps are also used.
The function of the LP pump is to pressurize fuel to cater to the

increased downstream restrictions of LP filter, FOHE and to
maintain positive supply to the HP pump to prevent HP pump
Cavitation. (Cavitation is the damage of pump due to vapor
locking when pump inlet pressure drops and/or flow is disrupted).

15.11 - 3 July 2022
Figure 15.11.02

15.11 - 4 July 2022
Fuel Filters Screen Disc Type
There can be filters upstream of the HP pump, or downstream of Composed of a stack of removable fine wire mesh screen disks,
the HP pump. Upstream filters are called LP filters, because they which must be disassembled and cleaned. Rating is about 40-50
are located in the LP circuit (subjected to low pressure), and the µ. Used as LP filters. The disks are mounted on a common tube
downstream filters are called HP filters, as they are located in the and arranged in a manner to provide a space between the disks.
HP circuit (subjected to high pressure). Normally the LP filters Each disk is composed of two layers of mesh so as to form a
have a differential pressure switch/indicator for monitoring and/or chamber between them. Fuel passes through the two mesh
indication of filter clog condition. A pressure operated bypass elements in to chamber of the disk and ported to the center of the
valve may be installed to allow fuel to bypass the filter if it gets common tube through holes on inner circumference of the disk.
clogged. The common tube directs fuel out of the filter.Normally all the
filter housings incorporate a bypass valve to allow fuel to bypass
Types of filters can be the filter in case of clogging, and there are ∆P sensing switches
for filter clog indication.
 Paper cartridge type
 Screen type
 Screen disc type
Paper Cartridge Type
Normally used as a LP filter. It incorporates a disposable paper

element which is capable of filtering out particles larger than 50 µ
(Micron = 0.001 mm).
Screen Type
Made of stainless steel wire cloth, with a rating of about 40-100 µ.

These filters are cleanable. Larger rated filters are used in the HP
side of the system. This type of filter is also called as Wire Mesh.

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Figure 15.11.03

15.11 - 6 July 2022
Fuel / Oil Heat Exchangers
These heat exchangers are used to cool engine and generator

oil, also in turn, to heat the fuel. This heating will dissolve any ice
crystal that has formed, in the fuel. They consist of a
compartment made of steel. A number of tubes are connected to
two end plates inside this compartment. Fuel flows through these
tubes. Oil flows in to this compartment through an inlet tube.
Then it passes over the tubes, which carry fuel and exits through
an outlet tube. Heat transfer takes place through the skin of the
tubes. A thermostatic valve controls the temperature of oil by
determining whether the oil shall pass through or bypass the
cooler. A combined thermostatic /pressure operated bypass
valve or a separate pressure operated valve will make oil bypass
the cooler in case of clogging of the cooler.
Figure 15.11.04

15.11 - 7 July 2022
High Pressure (HP) Pumps
High-pressure pumps deliver fuel under the required pressure for

proper atomization. This pressure is very important when the
engine employs spray (atomizing) type fuel nozzles rather than
vaporizing type. These pumps should be able to deliver up to
1500 p.s.i. of pressure and for this reason all the HP pumps are
positive displacement type. They can be
 Constant delivery (gear, multiple plunger with fixed cam)

 Variable delivery (multiple plunger with variable cam).
As downstream pressure affects the operation of the centrifugal

pumps, this type of pumps is not used as HP pumps due to the
high-pressure demand.
Gear Type Operation
Two spur gears, one driven by the engine and the other by the
drive gear, rotate in a close-fitting housing. As the teeth
unmeshed on the inlet side of the pump, volume of the cavity
increases lowering the pressure and creating a suction drawing
fuel in to the pump. This fuel is trapped between the housing and
the teeth and is carried around the outside of the gears to the
outlet of the pump. As the teeth of the gears mesh, the volume of
the cavity decreases and the fuel is forced out of the pump. This
type of pumps is relatively simple in construction.
Figure 15.11.05

15.11 - 8 July 2022
Multiple Plungers with Fixed Cam
The multiple plunger type pumpsconsist of a rotating cylinder

block in which number of cylinders are arranged around the
rotational axis. A spring-loaded piston in each cylinder is held
against a non-rotating angled cam-plate so that the rotation of the
cylinder block results in the movement of the pistons in and out of
the cylinders. Inlet ports in the pump body allow fuel to be drawn
in to the cylinders when the piston is out of the cylinder. The
outlet port allows fuel to exit when the piston is driven in and the
fuel is forced out of the cylinder. As the cam-plate angle is fixed
and the output is only dependent upon the rotational speed this
type of a pump is called a constant delivery pump.
Multiple Plungers with Variable Cam
Operation of this type pump is same as the fixed cam type except
the angle of the cam plate is changeable. The cam-plate angle is
varied using a servo piston. When the cam plate angle is varied
the stroke of the pistons are changed. So, will be the output
pressure of the pump. As this type of pump is able to give a
varying output at the same rotation speed it is called a variable
delivery pump.

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Figure 15.11.06

15.11 - 10 July 2022
Fuel Control Unit (F.C.U.)

Calculated fuel signal is then used by the metering module to
This is one of the major components of the fuel system. The control the fuel flow to the combustion chamber. On conventional
primary function of the unit is metering of fuel. Other functions fuel control systems computing module is a hydro mechanical
include fuel shutoff, over speed protection and supply of servo unit, where all the inputs are given by rods, cams and pneumatic
fuel to various fuel pressure operated actuators. bellows.
In a fuel control unit there are two major modules. Metering Module
 Computing module The primary component in this module is the metering valve
 Metering module (throttle valve) which has an orifice. It controls the weight of fuel
flow (W f) either by changing the size of the orifice (A) or by
Computing Module changing the differential pressure (AP) across the orifice.
This module computes the required amount of fuel supply to the The flow of a fluid through an orifice (jet) depends on the area of
combustion chamber depending upon various control input the orifice and the square root of the pressure drop across it, i.e.
signals it receives. These inputs are:
 Throttle position, Fuel Flow = Orifice Area xPressure Drop
 Compressor discharge pressure (CDP),
 Compressor inlet temperature (CIT),
 Ambient temperature and pressure (TAT, P 0).
Other than these control parameters there are some limiting

parameters. They are:
 Speed of individual spools, to prevent over speeding,
Depending upon the parameter (A or ΔP) which is used to vary
 Turbine gas temperature to prevent damage to the hot
the flow through the orifice, the fuel control systems are divided in
section of the engine.
to two categories:
 Pressure control fuel system (ΔP is varied)
The fuel flow is calculated according to all these above
parameters.  Flow control fuel system. (ΔP is kept constant)

15.11 - 11 July 2022
Figure 15.11.07

15.11 - 12 July 2022
Pressure Control Fuel Systems
Figure 15.11.08 shows a simplified pressure control system Engine rpm: is sensed by an engine-driven governor, which
designed to adjust fuel supply to the burner spray nozzles in positions a spill valve. If rpm increases the governor flyweights
response to changes of throttle position, engine rpm, P 1(air move outwards to open the spill valve and reduce pump servo
intake) pressure and exhaust gas temperature. pressure. This causes the control piston to decrease HP pump
output and engine rpm falls back to the pre-set value. The
HP Pump pressure is maintained at a constant value by the operation is vice versa if rpm drops below this value.
control piston. If pump discharge pressure tends to rise the piston
moves up, reducing the pump swash plate angle and hence Compressor Air Intake (P1): Pressure is sensed by a capsule
pump output. If pump discharge pressure tends to fall the control attached to a spill valve. An increase in intake pressure (due to
piston moves down, under the influence of the pressure control decreased altitude, increased airspeed or decreased air
spring, increasing pump output. HP pump pressure is supplied temperature/density) requires a corresponding increase of fuel
direct to the throttle valve and also supplies the servo system flow. Increased pressure will expand the pressure-sensing
with a constant supply through a fixed orifice. capsule, closing the spill valve to increase pump servo pressure
and HP pump output. A fall in air intake pressure will have the
Servo Pressure is controlled by a number of spill valves, which reverse effect.
control the rate at which fuel is spilled back to the LP system. If
flow through the spill valves exactly equals supply through the Exhaust Gas Temperature: It is important that the exhaust
control piston fixed orifice, servo pressure will remain constant. If gas temperature is limited, in order to avoid damage to the
spill exceeds supply, servo pressure will fall, if spill is less than turbine blades and inlet guide vanes. EGT is sensed by
supply, servo pressure will rise. thermocouples and the electrical output, which is proportional to
temperature, activates a solenoid to open a spill valve as
Throttle movement: If the throttle is opened, for more power, temperature increases, reducing pump servo pressure and
pressure drop across the diaphragm decreases and the spring therefore HP pump output.
force moves the diaphragm to close the spill valve. Pump servo
pressure increases, which act upon the control piston to increase
HP pump output, increasing fuel flow to the burner nozzles.
Closing the throttle increases the pressure drop across the
diaphragm, opening the spill valve to decrease pump servo
pressure, which results in a decreased HP pump output.

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Figure 15.11.08

15.11 - 14 July 2022
Flow Control Fuel Systems Fuel Shutoff Valve (HP Cock)
Flow control systems differ from pressure control in that fuel One of the other functions of the fuel control unit is to shutoff fuel
pump delivery pressure is not maintained constant, but is for engine shut down. This is done by closing an H.P. shut off
proportional to engine speed. Fuel pump output (fuel flow) is valve which is commonly called the H.Pcock. This valve is
controlled to maintain a constant pressure drop across the normally controlled by the Engine Master Switch. Sometimes this
throttle valve at constant air intake conditions. The system is valve is spring loaded to maintain a minimum pressure for proper
better suited to engines requiring large fuel flows. atomization in the nozzles. If the valve is minimum pressure
regulating and shutoff type,
If the throttle is opened, its pressure drop is reduced, and the
proportioning valve closes until the pressures across the The movement of the Engine Master lever to ‘ON’ position arms
diaphragm are equalized. Thus secondary flow and pressure are the valve to open and fuel pressure opens it. But selection of the
reduced, the piston drops, the half-ball valve moves towards Master lever to ‘OFF” position closes it directly shutting off the
closed and pump stroke increases. The increased fuel flow engine. This valve may be mechanically or electrically controlled.
increases secondary pressure until the half-ball valve resumes Sometimes there is a separate pressurizing valve inside or
its sensitive position, but the proportioning valve remains more outside the F.C.U.
closed than previously, taking a smaller proportion of the
increased flow. In case of a computer controlled fuel system (which will be
discussed later), the H.P. valve can be closed by the controlling
computer without any input from the pilot under certain
conditions.
Figure 15.11.09

15.11 - 15 July 2022
Fuel Flow Transmitter
The Fuel Flow Transmitter provides electrical signal for indication When the fuel flows, the signal blade on the turbine is deflected
of the fuel flow in the cockpit on a gauge. This parameter is along itspath of rotation and the stop pulse occurs after the start
mainly used during starting as an indication of the opened HP pulse. It is this time difference which is measured to drive a
shutoff valve and to monitor excessive fuel flow to prevent a high gauge and the it is directly proportional to the fuel flow.
EGT condition. There are two types of Fuel Flow Transmitters.
Both these types measure the Mass Fuel Flow (W f) to the
combustion chamber.
There are three major parts in this type of transmitter. Swirl

Generator, Rotor and a Turbine. As the fuel enters the
transmitter, the swirl generator creates a vortex that sets the rotor
to spin, this flow deflects the turbine, which is prevented from
rotating by restraining springs.
To determine the amount of turbine deflection, the transmitter

generates series of electrical start and stop pulses. The start
pulses are generated by a small coil mounted on the outer wall of
the housing forward end. A permanent magnet located on the
forward end of the rotor induces a pulse on this coil each time the
rotor completes a complete revolution. The stop pulses are
generated by a larger coil surrounding the outer wall of the
housing over the aft end of the rotor. Pulses are produced when a
second permanent magnet installed at the aft end of the rotor and Figure 15.11.10
a signal blade on the turbine are aligned. A pulse in the stop coil
is produced each time the second magnet completes an entire
revolution with respect to the signal blade.

15.11 - 16 July 2022
Fuel Nozzles
The function of the fuel nozzles is to inject fuel in to the Atomizing Type Fuel Spray Nozzle
combustion chamber in a manner, which aids the combustion
process. A nozzle should be so designed as to ensure that the The atomization is achieved by supplying fuel under high
burning is completely even, takes place in the shortest possible pressure through a small orifice and imparting a swirl to fuel. The
time and in the smallest possible space. It is also important that shape of the spry indicates the degree of atomization. The cone
fuel is evenly distributed and well centered within the combustion shaped, atomized spray pattern provides a larger fuel surface
chamber to prevent the formation of hot spots and damaging the area of very fine droplets to give an optimum fuel - air mixing.
combustion chamber liner. Due to this fact the design of the fuel
nozzles is very much related to the type of the combustion There are two types of atomizing nozzles
chamber that they are installed in.
o Simplex type
Mainly there are two types of fuel nozzles o Duplex type
o Atomizing type
o Vaporizing type

15.11 - 17 July 2022
 Simplex Type
Simplex nozzles have only one fuel outlet orifice. As the fuel is
ported into the vortex chamber (Spin chamber), via tangential
ports, a swirl is introduced to fuel. Then it exits through the small
orifice and atomizes. Good atomization is achieved at high fuel
pressures but at low pressures atomization is quite
unsatisfactory. To overcome this problem some manufactures
opt for two sets of simplex type nozzles.
One set is supplied when fuel pressure is low and both sets are
supplied when the pressure is high. A check valve may be
provided in this type of nozzle to prevent dribbling of fuel from the
fuel manifold to the combustion chamber after the shutdown of
the engine.
Figure 15.11.11

15.11 - 18 July 2022
 Duplex Nozzle
The duplex nozzle has two concentric orifices. One orifice is

smaller than the other. The two orifices are supplied with two
separate fuel flows. The smaller orifice is supplied with fuel when
fuel pressure is low (rate of flow is less) and is called the Primary
Flow while the larger one is supplied with fuel when the pressure
is high (rate of flow is high) and is called the Secondary Flow. In
most cases both orifices provide flow at high pressures. With this
type of arrangement proper atomization is ensured at all
operating pressures of the fuel system.
Depending upon the number of supply tubes to the duplex

nozzle, they are classified as
 Single entry type

 Double entry type
Single entry duplex nozzles – The flow is divided in to two

separate flows internally using a built-in flow divider and they
require only one fuel supply manifold.
Double entry duplex nozzles – The flow is divided by an external

flow divider, which is common for all the nozzles. From the flow
divider they require two fuel supply manifolds which is connected
to all the nozzles.
Some of the nozzles incorporate an air shroud surrounding the

nozzle. This cools the tip and improves combustion by retarding
Figure 15.11.12
the accumulation of carbon deposits on the face. The shroud also
supplies some air for combustion and helps to contain the flame
in the center of the liner.

15.11 - 19 July 2022
Vaporizing Type Fuel Nozzle
Instead of supplying fuel directly in to the combustor as the

atomizing type nozzles this type of nozzle mixes the fuel with air
inside the nozzle itself and the combustor heat vaporizes this
mixture before supplying to the combustion chamber. As this
type of nozzles are not very effective for engine starting most
engines utilizing this type of nozzles has an additional set of
small atomizing type nozzles to supply fuel during starting up to
idle R.P.M. Depending on the shape of their outlet vaporizing
nozzles are classified as,
 Cane shaped vaporizer (only one outlet)

 T – Shaped vaporizer (T – shaped dual outlets)
Figure 15.11.13

15.11 - 20 July 2022
Flow Divider Dump Valve
The flow divider, whether self-contained in each nozzle or The function of the Dump valve is to remove the fuel inside fuel
installed in the manifold, is usually a spring loaded valve set to manifold downstream of the shutoff valve and fuel nozzles after
open at a specific fuel pressure value. When the pressure is engine shut down. This valve normally opens when the fuel
below this value, the flow divider directs fuel to the primary shutoff valve closes. When open it will drain the fuel contained in
manifold or the smaller orifice. When the pressure increases and the manifold overboard or connect the manifold to a drains
reaches this value the valve opens and allows fuel to flow into the collector tank which stores this fuel and supplies it back to the
secondary manifold or the larger orifice. fuel pump inlet by a jet pump during next engine start. The motive
flow for the jet pump used on the drains collector tank is from the
engine fuel pump itself.
Fuel Manifolds
The fuel manifolds are normal fluid tubes. The manifolds that are
located in the combustion chamber area are shrouded. This
shroud collects any fuel leakage and dumps it overboard through
a drain tube. This prevents fuel leakage on to hot parts of the
engine and reduces the fire hazard.

15.11 - 21 July 2022
Figure 15.11.14

15.11 - 22 July 2022
OPERATION OF ENGINE CONTROL AND FUEL METERING

SYSTEMS INCLUDING FADEC
Main Tasks of the Fuel Control System
The main task of the engine and fuel control system is the
metering of the fuel flow to the combustion chamber under the
operating conditions of steady state, acceleration and
deceleration. The system must achieve this with the aim to keep
the engine on the thrust level demanded by the pilot.
To prevent the exceedance of the operating limits, limiting

functions ensure the operation within the limits for shaft speeds,
temperature and pressures. To accomplish this task the engine
control system also controls the functions of the other engine
systems. These systems are known as the engine subsystems
for the description of the fuel and control system.

15.11 - 23 July 2022
Speed and Thrust Control
For the control principle of a turbine engine the shaft speed and
the thrustare the two most important parameters. The simplest
control system is a shaft speed control system. As long as the
power lever angle is constant, it keeps the shaft speed constant.
A typical application for a constant shaft speed control system is
the APU. If an aircraft engine is controlled by a shaft speed
control system, the thrust will change with changing air density
and the pilot has to readjust the thrust levers to keep the required
thrust constant.
For the operation 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.
Figure 15.11.15

15.11 - 24 July 2022
Shaft Speed Control
In a speed control system, the shaft (or rotor) speed is the main The governing section and the limiting section together form the
control parameter. The fuel control unit (FCU) uses a speed computing section of the control unit. Figure 15.11.15 shows the
governor to adjust the shaft speed to the value demanded by the FCU sections schematically. The fuel metering valve is moved by
input of the power lever. For the calculation of the fuel flow the control pressures from the computing section. For the governing
FCU follows the fuel demand function of the specific engine. of the shaft speed, the governing section contains a flyweight
governor, which receives the speed demand from the power
In Fig. 15.11.16 this function is shown based on the N2speed of a lever. It controls an opening or closing of the fuel metering valve
twin-spool engine. It contains the graph for the steady state fuel to hold or reach the demanded speed.
demand at the N2 speed and the two limit lines, one for the surge
limit and the other for the flameout limit. The fuel flow for the The control signal from the governor is modified by the limiting
acceleration must be between the steady state line and the surge section to limit the opening or closing rate of the fuel metering
limit. For the deceleration the fuel flow must be between the valve.
steady state line and the flameout limit. To adjust the calculated
fuel flow to the current air density at the combustor inlet, the FCU
needs at least the inputs of the compressor inlet
temperature(CIT) and the compressor discharge pressure (CDP
or Ps3) additionally to the N2 speed and the power lever input.
With these inputs a simple speed control system can operate.
Figure 15.11.17 shows these inputs into an FCU for a speed

control system. To operate as a control unit for a turbine engine
the FCU must have a minimum of functions. These are
established in functional subsections of the FCU. As an example,
let’s have a closer look at the hydro-mechanical FCU. For the
operation as a speed control device it needs the following
subsections: Figure 15.11.16
• The fuel metering section
• The governing section
• The limiting section

15.11 - 25 July 2022
Thrust Control
For thrust control the control system uses a main control Control systems with hydro-mechanical FCUs use electronic
parameter, which is directly related to the thrust of the engine. supervisory control units as an N1controller additionally to the
This parameter can be the N1speed or the engine pressure ratio N2-controlling FCU to solve this problem. Such a supervisory
EPR. Which of the two is used depends on the philosophy of the control unit for example is the Power Management Control of the
engine maker. GEAE and CFM use the N1 speed; Rolls-Royce CF6-80C2 (PMC version) or of the CFM56-3.
and Pratt & Whitney use the engine pressure ratio for this
purpose.
If the N1 is the main control parameter, the control system keeps

the airflow through the engine constant by adapting the N1 speed
to the changing density of the ambient air. For this purpose, it
must receive the information about the air density from the fan
inlet. Such a control system can be based on the speed control
system for the gas generator, which is supplemented by the
density correction for the fan inlet parameter. The inputs
necessary for this density correction are the pressure and
temperature from the fan inlet. But this system can only adjust
the HP rotor speed to the changing air density.
Figure 15.11.17 shows the input signals of the CFM56-3 Figure 15.11.17
hydro-mechanical control as an example. This unit is an N2
control unit, because the N2 is the only shaft speed information
for this control unit. The matching between the two shaft speeds If the control system uses the EPR as the main control
changes with the deterioration of the engine, and the actual N1 parameter, it keeps the thrust constant by holding the EPR
speed will always be a few percent below or above the correct N1 constant. Thus, it also keeps the airflow of the engine constant.
for a thrust setting if the control unit controls the N2 only. For the The N2-controlling FCU is overridden by an EPR controlling
precise control of the airflow (and the thrust), it is necessary to electronic supervisory control unit. This EPR control principle is
control the fan rotor speed N1 precisely at the correct value for used on versions of the JT9D-7R4 and the RB211-524.With such
the demanded thrust. a system a fixed relation between the thrust lever angle(TLA) and
the demanded thrust exists.

15.11 - 26 July 2022
For a specific thrust the pilot always selects the same TLA. FADEC systems are used as N1 control systems or EPR control
Because the control system can’t control the thrust directly, the systems for constant thrust control. The main advantage of the
supervisory control unit calculates the value of the main control use of FADEC systems for engine control is the ability of the
parameter (N1 or EPR) in relation to the demanded thrust. This is systems to process more inputs than a hydro-mechanical
done in consideration of the actual atmospheric conditions. The system. One benefit of this attribute is the behavior of an
result of this calculation is called N1command or EPR command. FADEC-controlled engine during accelerations. The system
For this calculation function the term power management isused. keeps the dN2/dt constant over the whole engine life regardless
of deterioration.
On engines of GEAE and CFM the supervisory control units are
named following this term. Here this unit is called power Another consequence is an actuator positioning and fuel flow
management control (PMC). The PMC compares the actual N1 control which is more precisely adapted to the actual engine
to the N1-command. If there is a difference, the PMC overrides operating condition. The huge amount of data available in the
the speed control of the FCU. To do this it changes the N2 speed computer is also used for performance and engine health
until the actual N1 speed equals the N1command. In an EPR monitoring, the so-called engine condition monitoring (ECM).
related system the supervisory control unit operates similarly but Due to the hardware and software design an FADEC system has
compares the actual EPR to the EPR command. a higher level of redundancy compared to the hydro-mechanical
system. The whole FADEC system is designed to be fault
These examples of thrust control systems were the last designs tolerant. As a result of this design principle several data inputs
using hydro-mechanical control systems. Engines developed can be lost or components can fail without an effect on the engine
later use pure electronic control systems. Because the digital operation.
computer is the only control unit and it has full authority over
engine control, these systems are called ‘Full Authority Digital
Engine Control’ systems. The abbreviation of this name, FADEC,
is a well-known term in aviation. The main steps in the control
system evolution are shown in Fig. 15.11.18.

15.11 - 27 July 2022
Figure 15.11.18

15.11 - 28 July 2022
Hydro-mechanical Control
On some engines, the control system consists of two control

units, the MEC and the PMC with their associated sensors. The
hydro-mechanical control unit is called Main Engine Control
(MEC). This name is used because they operate as a fuel control
unit and as a control unit for the subsystems as well. These
subsystems include the VBV system, the VSV system and the
active clearance control for the HPT. The N2 is the only shaft
speed input. Air density compensation is possible, because it
receives the Ps12 and the T20 from the fan inlet. If the MEC
operates without the PMC, it operates as a thrust control unit
based on N2 speed. So, it’s possible to operate the engine
without the PMC function. But the pilots must bear in mind that
the engine has a slight deviation from the correct N1 at a certain
TLA.

15.11 - 29 July 2022
Figure 15.11.19

15.11 - 30 July 2022
FADEC System The system architecture of a FADEC system with the centralized
arrangement of servo valves in an HMU or decentralized on the
If a full authority digital engine control (FADEC) system is used individual actuators with an FMU installed in the fuel distribution
for engine control, this has the advantage that its computer can system.
process a lot more parameters than a hydro-mechanical control
system. Therefore, this capability of the system is used for Figure 15.11.20 shows this design principle. The decentralized
additional functions to optimize the engine operation. Additional variant with the servo valves located on the individual actuators is
to the basic engine control functions of power management and used on engines of Pratt & Whitney, IAE and some Rolls-Royce
fuel control the following functions are usually assigned to the engines. The electrical power for the system is provided by a
system: small alternator located on the accessory gearbox as the main
power supply. The alternate power supply comes from the
• Monitoring and fault detection for the system and all the electrical system of the aircraft. With its own alternator the
connected components. FADEC system is independent of the power supply from the
• Data source for engine indication aircraft during normal operation. This is important if the aircraft
• Data source for ECM system or the connection to it fails. This failure would have no
• Starting, shutdown and ignition control effect on the engine operation. The alternate power supply from
• Control of the thrust reverser the aircraft is used for engine starting and in case of an FADEC
• Automated system tests alternator failure. During the start of the engine the power supply
is taken over by the FADEC alternator.
System Design
The amount of power the FADEC system needs is relatively low
The FADEC system is designed around the electronic engine (approx.2x300 W) because it is used only for the operation of the
control (EEC), which is the FADEC computer. The components EEC, the sensors and the control of the servo valves and
forming the core of the system are the EEC, the sensors and the solenoid valves. All the components of the FADEC system and
FMU or HMU. All the other components controlled by the EEC the components controlled by the FADEC system are designed
are assigned to the other engine systems like air system or as line replaceable units (LRU) for quick replacement. The time
ignition system. The forces that move valves or stator vanes are needed for the replacement of such a component is 15 to 45
created by the use of fuel or air pressure. The control valves of minutes and depends on the engine type and the component. To
the hydraulic part of the system can be arranged centralized in an achieve these replacement times during real operation, the LRUs
HMU. are designed for an installation without rigging or electrical
adjustments.

15.11 - 31 July 2022
Figure 15.11.20

15.11 - 32 July 2022

PTC B1.1 Notes - Sub Module 15.11 (Fuel Systems)

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PTC B1.1 Notes - Sub Module 15.11 (Fuel Systems)

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PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE

Category – B1.1 Sub Module 15.11 – Fuel Systems

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FUNCTIONS OF FUEL SYSTEM----------------------------------------1

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Page Intentionally Left Blank

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FUNCTIONS OF FUEL SYSTEM Secondary Functions

Primary Function  To use pressurized fuel as servo pressure to operate certain

 Also, some means must be provided to stop the engine when

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FUEL SYSTEM LAY-OUT AND COMPONENTS

To perform these primary and secondary functions the fuel

 Fuel low-pressure valve (LP Cock)

 Low pressure fuel pump

 Fuel filters (LP & HP)

 Fuel / Oil heat exchanger (FOHE / FCOC / Fuel heater)

 High pressure fuel pumps

 Fuel control unit – metering valve, pressurizing & shutoff

 Fuel flow transmitter

Typical lay-out of fuel system components is shown in figure

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Fuel Low Pressure (LP) Valve

LP valve is located at the boundary of the aircraft fuel system and

Low Pressure (LP) Fuel Pump

Generally, the fuel LP pump is located inside the common LP/HP

The function of the LP pump is to pressurize fuel to cater to the

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Fuel Filters Screen Disc Type

Paper Cartridge Type

Normally used as a LP filter. It incorporates a disposable paper

Made of stainless steel wire cloth, with a rating of about 40-100 µ.

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Fuel / Oil Heat Exchangers

These heat exchangers are used to cool engine and generator

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High Pressure (HP) Pumps

High-pressure pumps deliver fuel under the required pressure for

 Constant delivery (gear, multiple plunger with fixed cam)

As downstream pressure affects the operation of the centrifugal

Gear Type Operation

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Multiple Plungers with Fixed Cam

The multiple plunger type pumpsconsist of a rotating cylinder

Multiple Plungers with Variable Cam

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Fuel Control Unit (F.C.U.)

Other than these control parameters there are some limiting

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Pressure Control Fuel Systems

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Flow Control Fuel Systems Fuel Shutoff Valve (HP Cock)

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Fuel Flow Transmitter

There are three major parts in this type of transmitter. Swirl

To determine the amount of turbine deflection, the transmitter

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ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only