Engine Fuel Sys Show

BASIC GAS TURBINE
Engine Fuel Control System
Engine Fuel Control

System
M.Omar Yazdani PIA Training Centre July 2009 1

BASIC GAS TURBINE
Introduction
The functions of the fuel system are to provide the engine with fuel in a form
suitable for combustion and to control the flow to the required quantity necessary for
easy starting, acceleration and stable running, at all engine operating conditions. To
do this, one or more fuel pumps are used to deliver the fuel to the fuel spray
nozzles, which inject it into the combustion system in the form of an atomized
spray. Because the flow rate must vary according to the amount of air passing
through the engine to maintain a constant selected engine speed or pressure ratio,
the controlling devices are fully automatic with the exception of engine power
selection, which is achieved by a manual throttle or power lever.
A fuel shut-off valve (cock) control lever is also used to stop the engine, although in
some instances these two manual controls are combined for single-lever operation.
It is also necessary to have automatic safety controls that prevent the engine gas
temperature, compressor delivery pressure, and the rotating assembly speed, from
exceeding their maximum limitations.

BASIC GAS TURBINE
Introduction
The pilot of an aircraft powered by jet engines, does not directly control his engines.
He acts through an intermediary: the Fuel Control. The throttle in the cockpit does
not give the pilot direct control over the fuel throttle valve in the Fuel Control. By
placing the throttle in a given position, the pilot tells the fuel control how much thrust
he desires in approximate percentage of full thrust. The control monitors certain
variables, and provides sufficient fuel flow to the engine to produce the desired
thrust (or power, in case of turbo-prop), but at a flow rate which will not allow the
engine operating limits to be exceeded.
When the pilot moves the fuel control power lever (throttle lever) forward, fuel flow is
increased. This increase in fuel flow creates increased gas expansion in the
combustor which in turn raises the level of power in the engine. For the turbo-jet
and turbo-fan, this means a thrust increase. For the turbo-prop or turbo-shaft, it
means an increase in power to the output drive shaft.

BASIC GAS TURBINE
ENGINE HIGH PRESSURE (HP) FUEL SYSTEM
INTRODUCTION
The engine fuel system must supply clean fuel to the aircraft combustors at the
correct pressure and fuel flow. However, these fuel requirements change with
altitude and temperature, as well as the speed requirements of the engine. In order
to accomplish a correct fuel flow, the fuel control portion of the engine fuel system
must be capable of making decisions from the information of the various sensors
available to it, i.e., from the atmosphere and the engine.
The fuel control monitors these variations, compares them with the throttle position
request, and delivers the fuel to the combustors at the correct fuel flow. This
reduces the work load required by the flight crew.

BASIC GAS TURBINE
ENGINE HIGH PRESSURE (HP) FUEL SYSTEM
INTRODUCTION
The power (thrust) of a gas turbine engine is controlled by metering the quantity of
fuel injected into the combustion system. Varying the fuel flow will, in turn, vary the
engine speed – altering the airflow and thrust.
The thrust requirement is initially set by the control lever in the cockpit but, in order
to achieve and maintain the required thrust over a range of operating conditions
(and to safeguard the engine from excessive RPMs, temperatures and thrusts), a
complex fuel control system is required that is mainly automatic in operation.
Basically the HP fuel system of a gas turbine engine consists of an engine driven
positive displacement pump delivering a continuous flow of fuel to the burners in the
combustion chambers. The lever in the cockpit will set the RPM required. The
correct fuel flow for that RPM will be controlled by the fuel system. A fuel shut-off
valve (usually called a HP cock) is also used to stop the engine and to keep the fuel
system primed when the engine is stationary. In some cases these two manual
controls are combined.

BASIC GAS TURBINE
GENERAL REQUIREMENTS
A gas turbine fuel system must satisfy the following requirements:-
•· The pilot must have control of the engine power at all times.
•· The fuel flow must be such that the engine has good acceleration capabilities.
•· The fuel fed to the burners must burn readily and easily.
•· Engine starting must be easy.
•· Automatic safety devices must be built into the system to prevent over speeding
and overheating (over temping) of the engine.
•· The system must be designed to automatically control the following variations:-
(i) Aircraft forward speed.
(ii) Altitude.
(iii) Acceleration.
(iv) Air temperature.
(v) Engine rpm.
(vi) Gas temperature.

BASIC GAS TURBINE
TYPES OF ENGINE FUEL CONTROL SYSTEMS
1. Fuel Control Unit (FCU)

2. Main Engine Control (MEC)
3. MEC + Power Management Control (PMC)
4. Electronic Engine Control (EEC)
5. Full Authority Digital Engine Control (FADEC)

BASIC GAS TURBINE
TYPICAL ENGINE FUEL SYSTEM
The fuel flow begins at the aircraft fuel tank and is assisted by wing mounted boost
pumps. Fuel is delivered to the fuel system components as shown in Fig. 1.

BASIC GAS TURBINE
The fuel passes to the engine driven pump at a fairly low pressure; this ensures an
adequate head of pressure at the inlet to the pump, preventing cavitations of the
pump during normal operation.
The fuel flow is then directed through the fuel heater. However, this may be an
optional extra depending on the design requirements of the system. The fuel
heater ensures that any ice particles are removed from the fuel before the fuel
reaches the Fuel Control Unit (FCU). Hot air for heating the fuel is drawn from the
engine compressor.
The fuel control unit meters and supplies the correct amount of fuel to the engine
burners depending upon throttle position and the various environmental conditions
that affect the engine performance. It is a hydro mechanical computer, consisting
of two parts, a metering section and a computing section. The fuel control unit
is fitted with a fuel filter.

BASIC GAS TURBINE
A fuel flow transmitter indicates to the flight deck crew the amount of fuel flowing
from the fuel control unit to the engine.
The fuel cooled oil cooler, although part of the fuel system has a primary function
to cool the oil from the engine lubricating system. The cold fuel cools the oil and at
the same time the oil heats the fuel.
The flow divider directs the fuel flow to either the primary or the secondary fuel
nozzles. These nozzles provide an atomized flow of fuel into the engine
combustion chamber for burning purposes.

BASIC GAS TURBINE
Common Symbols
N1 - Low pressure compressor rotation speed - rpm.

N2 - High pressure compressor rotation speed - rpm.
Pam - Ambient pressure.
Tam - Ambient temperature.
TT2 - Temperature at compressor inlet.
CDP - Compressor discharge pressure.
PB - Burner pressure (combustion chamber) used by fuel control.
TT5 - Turbine inlet temperature.

BASIC GAS TURBINE
FUEL CONTROL AND SPEED GOVERNING
Generally speaking, the operator of a gas turbine engine does not control the
engine directly; he acts through an intermediary, namely the fuel control unit. The
means conveying orders to the fuel control unit is by the use of a throttle or power
lever.
In this case, the operator cannot ask for a certain amount of thrust or power, as in
a car for instance, but instead, positions his throttle for a given % of available
thrust. The fuel control unit, through signal sensing (inputs from the throttle) and
fuel metering, determines what the available thrust should be.
Gas turbine engines are normally controlled by one of two methods:-

• Constant speed governing.
• Variable speed governing.

BASIC GAS TURBINE
Constant Speed Governing
Single axial flow compressors and centrifugal compressors are normally

controlled by the constant speed governing system as speed is an acceptable
controlling force with single compressor, low or medium compression ratio engines.
In this system, a fixed power lever (throttle) position represents a fixed engine
speed in rpm. This speed will not vary with compressor inlet temperature or burner
pressure changes.
Consider the illustration in Fig. 2 the Turbine Inlet Temperature (TT5) varies
inversely with Compressor Inlet Temperature when the compressor speed is
constant.
Note that the turbine inlet temperature (TT5) has to be limited to the coldest day,
the colder the air the greater the thrust. As the air warms up the thrust reduces
(due to density changes), then any drop in TT5 as the engine moves into the
warmer air, must be at the sacrifice of thrust and efficiency. However, these losses
are not so great as to render the engine unusable.
BASIC GAS TURBINE
Constant Speed Governing

BASIC GAS TURBINE
Variable Speed Governor
With the dual compressor engine, the losses due to a lowering of TT5 because of
an increase in TT2 (inlet temperature) are prevented by the use of a variable speed
governor system. Instead of allowing TT5 to drop because of a reduction in air
density (warmer air) the high pressure compressor (N2) is made to go faster when
in warmer air. The required increase in speed is determined as that amount which
is sufficient to maintain a constant turbine inlet temperature. This condition is
illustrated in Fig. 3.
Here the Compressor Inlet Temperature (TT2) is used as the signal to change the
engine speed. This is achieved by having a sensor in the engine inlet that directs a
signal to the fuel control unit to increase or decrease fuel flow in order to achieve a
constant turbine inlet temperature.

BASIC GAS TURBINE

BASIC GAS TURBINE
Any movement of the throttle will, in general, be in excess of the engine's ability to
produce an immediate increase in thrust. For example, during acceleration,
(throttle advanced), the restraining forces of N2 speed, and TT2 will control the
fuel flow, this will happen irrespective of how rapid the throttle is moved. During
deceleration, Burner Pressure (PB) is the controlling factor. This ensures that the
engine passes through the transitory conditions as quickly as possible without
surging, over temping or flame out conditions (rich blow-out and lean die-out)
being reached.

BASIC GAS TURBINE
MAIN FUEL PUMPS (ENGINE DRIVEN)
Main fuel pumps are designed to deliver fuel to the engine at the correct pressure
at all times during the engine's operation. A satisfactory atomization at the fuel
nozzle is dependent upon the high pressure fuel delivery from the pump.
Engine driven fuel pumps can be divided into two categories:-
• Constant displacement (pressure relief controlled).
• Variable displacement (multi-plunger piston type).
Constant displacement pumps use gears as the means of providing a constant

pressure, the variable displacement pump uses pistons to achieve the pump output
pressure.

BASIC GAS TURBINE

Constant Delivery Pump
This pump has a straight line flow capability, and is not controlled by the fuel
requirements as they change with altitude and mode of flight. This means that the
pump must be capable of supplying sufficient fuel during all engine operating
conditions and ranges, and will have an excess capacity over that needed for most
of the ranges and conditions normally used.
A typical constant displacement gear type pump is shown in Fig. 4. The impeller
initially boosts the inlet pressure from the wing mounted boost pump to between 20
and 45 psi. This impeller is driven by a gear drive from .the engine accessory
gearbox. The fuel on leaving the impeller portion of the pump is directed through a
fuel heater, if fitted. Some aircraft engines do not require a fuel heater.
From the fuel heater the fuel is then directed through the filter assembly. The
system is protected from a filter blockage by a by-pass relief valve ensuring that
fuel flow will take place in the event of filter blockage. The fuel then enters the high
pressure portion of the pump and is boosted to a pressure of 900 psi, any excess
pressure above this figure is relieved through the high pressure relief valve.
BASIC GAS TURBINE

Constant Delivery Pump
DRIVE FROM ACCESSORY GEARBOX

BASIC GAS TURBINE

Variable Displacement Type Fuel Pumps
The fuel pressure output from this type of pump is controlled by changing the
angle of an integral cam plate which in turn alters the length of the pumping
stroke, thus adjusting fuel delivery to the system. Various control elements act on
the servo piston rod to alter the angle of the camp late, and therefore the fuel flow.
The connection of the camp late to the servo piston is usually hydraulic, hence the
reason why this system is called a hydro-mechanical system.
The cam plate provides a hardened circular track against which the ends of the
pumping pistons are bedded, and the angle of the cam plate is controlled by the
servo piston.
The rotor is bored to accommodate a series of hardened steel pumping pistons as

shown in Fig. 6 on the next page.

BASIC GAS TURBINE

BASIC GAS TURBINE

BASIC GAS TURBINE
As the rotor rotates, the pistons move in and out as they rub against the camp late
which is at an angle. The greater the angle of the camp late the greater will be the
fuel pressure generated.
The rotor is bored along its axis and the outer (camp late end) is splined to receive
the fuel pump drive. The hole at the other end of the rotor aligns with a fuel inlet
port which is connected to the series of piston bores. This hole is fed with low
pressure fuel from the wing tank boost pumps. As the rotor turns, the pistons
pressurize this fuel to the high pressure values required by the engine speed
governor.
A sequence of the operation of the camp late is shown in Fig. 7 on the next page.

BASIC GAS TURBINE

BASIC GAS TURBINE
When the engine is stationary the servo valve spring holds the cam plate in the
maximum pumping position, awaiting engine start. This ensures maximum fuel
delivery during the starting sequence.
As the engine reaches its designated speed, the fuel pump may be providing more
fuel than is necessary, so the pump is off loaded. This is achieved by using a spill
valve to adjust the servo valve pressure which allows the angle of the cam plate to
reduce.
A typical device for controlling the spill valve is known as a kinetic spill valve, the
purpose of which is to:-
• Insert an interrupter blade to open the spill valve when the engine requires less
fuel.
• Withdraw the interrupter blade to close the spill valve when the engine requires
more fuel.

BASIC GAS TURBINE
FUEL CONTROL UNIT (FCU)
Fuel control units for most jet controlling the engines vary thrust by controlling the
engine rpm. On early jet engines, thrust and turbine inlet temperatures were allowed
to vary inversely with compressor inlet temperature. However, modern jet engines,
both single and dual axial flow compressors, are protected when engine thrust
increases on cold days.
· Cold day - air more dense - more thrust.

· Hot day - air less dense - less thrust.
Primary task of the fuel control unit:

To obtain all the thrust possible on hot days, and still protect the engine on cold
days, it is necessary to control the turbine inlet temperature to a constant value and
allow the rpm to vary.

BASIC GAS TURBINE
FUEL CONTROL UNIT (REQUIREMENTS)

BASIC GAS TURBINE
In addition to the internal sensors, the fuel control unit will have external
components that are essential to its correct operation.
The trim adjusters allow for any minor alterations to the engine's performance to
ensure that the correct amount of thrust is produced for a given setting. This
information is normally given in engine trimming charts or graphs, the trimming
figures can change with differences in pressure and temperature. These charts or
graphs can be found in Chapter 71 of the Aircraft Maintenance Manual.
The throttle lever is part of the mechanical linkage between the fuel control unit and
the aircraft’s flight deck. It is the means of controlling the selected speed or rpm of
the engine. The fuel shut-off valve or high pressure cock as it is sometimes known
shuts off the fuel to the engine, normally on engine shutdown. It can either be
mechanically operated from a lever on the flight deck that operates a valve within
the FCU (Fig. 1) or it can be electrically operated by an actuator remote from the
FCU. In both operations its purpose is to stop high pressure fuel from going to the
engine.

BASIC GAS TURBINE
Also in Fig. 1, we can see the inlet temperature sensor. This may be called:-
· The TT2 sensor (total inlet temperature.)
or
· The CIT sensor (compressor inlet temperature).
Its purpose is to alter the fuel flow from the FCU to the engine as the compressor
inlet temperature changes due to the aircraft and engine operations.

BASIC GAS TURBINE
FUEL CONTROL UNIT ( INPUTS )
Although the basic requirements which a fuel control unit must fulfill apply, in
general, to all gas turbine engines, the means by which individual controls satisfy
these needs cannot be conveniently generalized. There are as many types of fuel
control unit as there are manufacturers, each manufacturer developing his own
means of control and design using the following basic parameters for his fuel control
unit calculations.
These basic inputs are:-
• N2 speed input.
• Compressor discharge pressure (CDP).
• Compressor inlet temperature (TT2 or CIT).
• Ambient pressure.
Illustrated in Fig. 2 on the next page, is a typical fuel control unit with system inputs.
This type of FCU is used in conjunction with a constant supply high pressure fuel
pump, hence the purpose of the pressure regulator.

BASIC GAS TURBINE
FCU ( INPUTS )

BASIC GAS TURBINE
FUEL CONTROL UNIT, Pressure Regulation
Because the pump produces far more fuel pressure and volume of fuel than the
FCU requires, the regulator ensures that a predetermined fuel pressure is
maintained within the FCU for its correct function. Excess fuel is directed back to
the pump to be used again, in effect it is an idling circuit. Situated within the FCU
are various pilot valves and sensors that are dependent upon clean fuel for their
correct operation, therefore filters are fitted to the main fuel supply 'inlet' port and
also to the servo supply port.
Servo supply is used to operate various pilot valves and sensors within the FCU, it
also serves as a lubricant for the moving parts, and as a coolant during FCU
operations. The servo fuel supply is normally taken from the main fuel inlet supply
and is directed back into the by-pass circuit once it has been used.

BASIC GAS TURBINE
FUEL CONTROL UNIT
Throttle Valve
The throttle valve is dependent upon many inputs for its operation; its main purpose
is to ensure that only the correct amount of fuel is allowed through to the engine fuel
nozzles and thus restrict the engine speed to the selected speed setting (rpm).
Consider Fig. 2, in this case the throttle valve has received all its inputs, so the
throttle valve will move and reposition itself to ensure that the correct fuel flow is
maintained automatically without relying upon the pilot to perform these adjustments.
in fact this is the whole essence of the fuel control unit.

BASIC GAS TURBINE
FUEL CONTROL UNIT
HP Cock
Also known as a High Pressure Shut-Off Valve (HPSOV). It is fitted between the
throttle valve and the burners and is used to stop the engine by cutting off the supply
of fuel to the burners. It also keeps the HP fuel system primed when the engine is
stationary, and allows excess pressure to recirculate to LP when it is shut but the
engine is rotating. The cock is normally a two position valve – CLOSED/OPEN, but
in some systems it has an intermediate position which will give an increased fuel
flow for starting.

BASIC GAS TURBINE
FUEL CONTROL UNIT
Compressor Inlet Temperature Sensor (CIT)
The operation of the fuel control unit sensor, the compressor inlet temperature (CIT),
is a function of the density of the air entering the engine. In addition to compressor
inlet temperature sensing, the fuel control unit also senses N2 speed and engine
burner pressure. Note that engine burner pressure (BP) is rarely used and it has
been superseded by compressor discharge pressure (CDP). These three variables
affect the amount of thrust that an engine will produce for a given fuel flow. In
addition the CDP sensor will also protect the engine from any excessive internal
pressures which may build up within the engine. If the compressor discharges
pressure is above the recommended figure it would indicate that too much fuel was
being burnt. Because of fuel flow schedules within the FCU, the CDP limiter
shown in Fig. 2 would automatically trim back the throttle valve, thus reducing fuel
flow and speed with an eventual reduction in CDP back to within its limits.

BASIC GAS TURBINE
FUEL CONTROL UNIT
Turbine Inlet Temperature
Turbine inlet temperature is the main limiting factor on gas turbine engines, the
optimum thermal efficiency and maximum thrust is obtained by maintaining this
temperature close to its allowable limits. The turbine inlet temperature is not directly
sensed as a mechanical failure of a temperature sensor fitted close to the turbine
discs would lead to the ingress of the sensor into the turbine blades with catastrophic
results. Additionally, the sensors do not have a quick response, so any inputs of this
type of sensor to the FCU would be too sluggish.
This problem is resolved however, by the use of a 3D cam within the fuel control unit.
The variables, i.e., CDP and CIT are taken into account, and the scheduling of the
fuel control is achieved by movement of this 3D cam to ensure that the turbine
temperature is kept within operating limits.

BASIC GAS TURBINE
FUEL CONTROL UNIT
Turbine Inlet Temperature
The direct result of varying the fuel flow leads to a raising or lowering of the turbine
temperatures. As fuel is increased, the temperature of the air passing through the
burner increases, with a resultant increase in the pressure that reacts on the turbine
and the compressor. The turbine receives added heat and pressure energy, whilst in
the compressor there is a small back pressure. The compressor rotors accelerate in
spite of this back pressure, forcing additional air through the engine. The pilot, on
selection 'of his thrust requirement, causes the FCU to automatically increase or
decrease the fuel flow to keep the thrust constant with varying temperatures. This is
done by the compressor inlet temperature sensor (ClT).

BASIC GAS TURBINE
FUEL CONTROL UNIT
Engine Acceleration and Deceleration
The handling of the engine during steady-state operations is only one function of the
fuel control unit. When the engine is accelerated, the turbine is subjected to an
excessive amount of energy, more than it requires to maintain a constant rpm.
Should the fuel flow be increased too rapidly, an over rich mixture or over fuelling
may take place which could lead to an over temperature condition at the turbines, or
may causes a compressor surge leading to a rich blow out (flame-out) condition.
Equally, on deceleration, reducing the fuel flow too quickly may result in a lean die
out condition which is caused by reducing the fuel flow at a faster rate than the
compressor can reduce the rate of airflow to the burners.
The fuel control unit must maintain the engine's operation within limits of the fuel/air
ratio which will reduce the possibility of a flame-out condition during acceleration or
deceleration. This is achieved by using CDP air as a control medium onto the 3D
cam.

BASIC GAS TURBINE
FUEL CONTROL UNIT
Fuel Shut-off Valve
Finally with reference to Fig. 2, the fuel shut-off valve is operated mechanically via a
linkage from the flight deck. The shut-off valve ensures that on engine shutdown, fuel
cannot pass to the burners during the engine rundown. If this were to happen, fuel
would accumulate within the combustor section, and may cause a fire hazard during
the next start sequence.

BASIC GAS TURBINE
FUEL CONTROL UNIT
CIT Sensor
The sensing bulb, which is filled with

helium, senses the variations in
temperature. If the temperature raises the
pressure in the bulb rises causing the
motor bellows to expand and compress the
spring.
Compression of the spring modulates the

valve towards the closed position thus
increasing the differential fuel pressure A-
B. The differential pressure is proportional
to compressor inlet temperature, and
results in a signal input to the fuel control
3D cam which adjusts the fuel flow in terms
of inlet temperature sensing.

BASIC GAS TURBINE
Engine Fuel System

A pressure control system
(turbo-propeller engine)

BASIC GAS TURBINE
Pressure control (turbo-propeller

engine)
The pressure control system is a
typical system as fitted to a turbo-
propeller engine where the rate of
engine acceleration is restricted by
a propeller speed controller. The fuel
pump output is automatically
controlled by spill valves in the flow
control unit (F.C.U.) and the engine
speed governor.
These valves, by varying the fuel

pump servo pressure, adjust the
pump stroke to give the correct
fuel flow to the engine.

BASIC GAS TURBINE
Pressure control (turbo-propeller engine)
At steady running conditions, at a given air intake pressure and below governed
speed, the spill valve in the F.C.U. is in a sensitive position, creating a balance of
forces across the fuel pump servo piston and ensuring a steady pressure to the
throttle valve.
When the throttle is slowly opened, the pressure to the throttle valve falls and allows
the F.C.U. spill valve to close, so increasing the servo pressure and pump delivery.
As the pressure to the throttle is restored, the spill valve returns to its sensitive or
controlling position, and the fuel pump stabilizes its output to give the engine speed
for the selected throttle position. The reverse sequence occurs as the throttle is
closed.
A reduction of air intake pressure, due to a reduction of aircraft forward speed or
increase in altitude, causes the F.C.U. capsule to expand, thus increasing the bleed
from the F.C.U. spill valve. This reduces fuel pump delivery until the fuel flow
matches the airflow and the reduced H.P. pump delivery (throttle inlet pressure),
allows the spill valve to return to its sensitive position. Conversely, an increase in air
intake pressure reduces the bleed from the spill valve and increases the fuel flow.
The compensation for changes in air intake pressure is such that fuel flow cannot be
increased beyond the pre-determined maximum permissible for static International
Standard Atmosphere (I.S.A.) sea-level conditions.
BASIC GAS TURBINE
Engine Fuel System

MEC/PMC

BASIC GAS TURBINE
MEC/PMC ENGINE FUEL CONTROL
CF6-80C2 (A310) Fuel System
The engine fuel system enables delivery of a
fuel flow corresponding to the throttle control
lever position, and compatible with the engine
operating limits (engine still on acceleration -
deceleration).
The engine fuel system consists of :
- the fuel pump
- the fuel/oil heat exchanger
- the fuel filter
- the main engine control (MEC)
- the fuel flow transmitter
- the IDG fuel/oil heat exchanger
- the distribution lines
-the fuel nozzles.
The fuel pump, the oil pump and the MEC are
driven by the HP compressor shaft at speed
N = 0.584N2.

BASIC GAS TURBINE

BASIC GAS TURBINE
Operation:
The fuel supplied from the fuel tanks flows through a centrifugal pump coupled with a
gear HP pump protected by a filter. Fuel is then sent to the fuel/oil heat exchanger
and to the main engine control (MEC) protected by a filter.
The MEC is a hydro-mechanical component. It elaborates a certain number of

reference pressures which are applied to the various fuel manifolds to produce :
- the fuel flow to be supplied to the fuel nozzles
- the positions of HP compressor variable stator vanes (VSV)
- the positions of variable by-pass valves (VBV) with respect to exterior conditions.
- the limits required by the engines and the throttle control lever position.
- turbine case cooling and active clearance control (ACC)

BASIC GAS TURBINE
Operation:
The following components are located downstream of the MEC :

- the pressurizing and shutoff valve, electrically controlled from the control lever on
the center pedestal. It is located downstream of the metering valve and enables
cutoff of the fuel supply to the fuel nozzles.
The valve also provides correct pressurization of fuel supplied to the fuel nozzles to
ensure proper spray into the combustion chamber.
- the fuel flow transmitter which meters the fuel flow to the fuel nozzles and transmits
a signal to the fuel flow/fuel used (FF/FU) indicator on center instrument panel.
- the IDG fuel/oil heat exchanger allows the IDG oil temperature to be maintained
within the normal operating range.
- thirty fuel nozzles which distribute fuel into the combustion chamber so as to
ensure proper spray and supply a mixture sufficiently rich to achieve :
- a correct ignition within the relight range
- a correct stability of the flame within the operating range.

BASIC GAS TURBINE
Main Engine Control
Fuel flow is controlled by means of various components located in the MEC :
- the HP fuel shut off and pressurizing valve
- the recirculation valve
- the metering valve
Recirculation Valve(Bypass Valve)
The HP fuel pump delivers a given flow of fuel metered by the metering valve. The
excess fuel not flowing across the metering valve is recycled through the
recirculation valve.
It is re-injected into the fuel pump between the centrifugal boost element and the HP
pump debris screen. The function of the recirculation valve is to optimize the fuel/oil
heat exchanger efficiency on an engine rating reduction.
The fuel flowing through this recirculation valve can be regulated with respect to the
density of fuel used. This bypass valve is able to bypass 16013 kg/h (36,000 pph) so
that the minimum flow requirements can be met.

BASIC GAS TURBINE
Main Engine Control
Metering Valve
The fuel metering valve meters the quantity of fuel to be injected. This fuel quantity is
computed and optimized by the MEC and the PMC. Various parameters are required
for this computation : PLA, N1, N2, POC, T2, CIT, CDP, the electrical signal from the
PMC to the MEC torque motor, the electrical signal controlling the flight/ground idle.
The metering valve is provided with stops so as to obtain a maximum and minimum
fuel flow.
The minimum fuel flow for operation is 256 to 274 kg/h
The maximum fuel flow is 11565 to 12455 kg/h

BASIC GAS TURBINE
Main Engine Control
Pressurizing & Shut-off Valve
This valve is mounted downstream of the metering valve and upstream of the fuel
nozzles.
The shutoff action is controlled by an electrically operated latching solenoid valve. An
aircraft supplied electrical signal positions the solenoid valve to open or close the
pressurizing valve.
Its pressurizing function is to keep the fuel supply pressure to a satisfactory value :
240 to 300 psi (above the bypass pressure) to ensure correct spray of fuel by the
nozzles in all operating configurations.

BASIC GAS TURBINE
Engine Fuel System

Electronic Engine Control

BASIC GAS TURBINE
ELECTRONIC ENGINE CONTROL
Some engines utilize a system of electronic control to monitor engine performance

and make necessary control inputs to maintain certain engine parameters within
predetermined limits. The main areas of control are engine shaft speeds and
exhaust gas temperature (E.G.T.) which are continuously monitored during engine
operation.
Some types of electronic control function as a limiter only, that is, should engine
shaft speed or E.G.T. approach the limits of safe operation, then an input is made
to the fuel flow regulator (F.F.R.) to reduce the fuel flow thus maintaining shaft
speed or E.G.T. at a safe level.
Supervisory control systems may contain a limiter function but, basically, by using
aircraft generated data, the system enables a more appropriate thrust setting to be
selected quickly and accurately by the pilot. The control system then makes small
control adjustments to maintain engine thrust consistent with that pre-set by the
pilot regardless of changing atmospheric conditions.

BASIC GAS TURBINE
Full authority digital engine control (FADEC) takes over virtually all of the steady
state and transient control intelligence and replaces most of the hydro-mechanical
and pneumatic elements of the fuel system. The fuel system is thus reduced to a
pump and control valve, an independent shut-off cock and a minimum of additional
features necessary to keep the engine safe in the event of extensive electronic
failure.
Full authority fuel control (F.A.F.C.) provides full electronic control of the engine fuel
system in the same way as F.A.D.E.C., but has none of the transient control
intelligence capability used to control the compressor airflow system as the existing
engine control system is used for these.

BASIC GAS TURBINE

BASIC GAS TURBINE
The major components within this system are the:-
· Digital air data computer.
· Thrust management computer.
· Fault monitor.
· Fuel control unit.
· Electronic engine control computer.
Digital Air Data Computer

This is the primary source of pressure and temperature sensing. This information is
passed to the thrust management and the electronic engine control computers.
Thrust Management Computer

Although not part of the fuel metering system, it allows the flight crew to select a
thrust setting in flight, i.e., climb, cruise, take-off, etc. It also displays, on the flight
deck, the maximum engine speed for a given thrust setting.

BASIC GAS TURBINE
Fault Monitor
Stores fault information from the electronic engine control unit.
Fuel Control Unit

Meters and computes the fuel flow to the engine, a hydro mechanical computer.
Electronic Engine Control Computer

Controls the engine speed to suit the pressure and temperature conditions of the
day.
Illustrated in Fig. 2 are comparative throttle settings for

varying conditions and equipment.

BASIC GAS TURBINE

BASIC GAS TURBINE
View 'A' shows a typical range of
throttle travel from the idle stop to
the take-off power position under
hot day and cold day conditions.
For the older type of fuel control
unit, a variation of as much as
40 deg can be expected. In this
case, throttle positioning requires
much concentration and continual
adjustments during take-off;
additionally flight crews must
consult take-off charts displaying
figures for differences in ambient
temperature and pressure to
ensure that the correct engine
Fig. 2 COMPARITIVE THROTTLE SETTINGS
take-off thrust is achieved as there
is always the possibility of over
boosting or over temping the
engine.
BASIC GAS TURBINE
View ‘B’ represents a take-off

throttle position setting, with only a
spread of 4 deg for the latest type of
fuel control unit.
Fig. 2 COMPARITIVE THROTTLE SETTINGS

BASIC GAS TURBINE
Finally, View 'C' is the result of linking up the electronic engine control with the
advanced fuel control units. Take off power is provided at full throttle setting (max
stop) and throttle stagger is reduced to 1°. In this case, full rated take-off power is
achieved at full throttle position everyday irrespective of the ambient temperature
and pressure.

BASIC GAS TURBINE

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BASIC GAS TURBINE

Engine Fuel Control System

Engine Fuel Control

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1. Fuel Control Unit (FCU)

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TYPICAL ENGINE FUEL SYSTEM

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TYPICAL ENGINE FUEL SYSTEM

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N1 - Low pressure compressor rotation speed - rpm.

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FUEL CONTROL AND SPEED GOVERNING

Gas turbine engines are normally controlled by one of two methods:-

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Constant Speed Governing

Single axial flow compressors and centrifugal compressors are normally

Constant Speed Governing

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Variable Speed Governor

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MAIN FUEL PUMPS (ENGINE DRIVEN)

Constant displacement pumps use gears as the means of providing a constant

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MAIN FUEL PUMPS (ENGINE DRIVEN)

MAIN FUEL PUMPS (ENGINE DRIVEN)

DRIVE FROM ACCESSORY GEARBOX

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MAIN FUEL PUMPS (ENGINE DRIVEN)

The rotor is bored to accommodate a series of hardened steel pumping pistons as

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· Cold day - air more dense - more thrust.

Primary task of the fuel control unit:

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The sensing bulb, which is filled with

Compression of the spring modulates the

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Engine Fuel System