Module 14
Fundamentals
Principles and Working Cycles of Gas Turbine Engines
15.1.2.1
Introduction
During the last 40 years, the development of gas turbine engines as propulsion
systems for aircraft has been very fast. It is difficult to appreciate that before the
1950s very few people knew about this method of aircraft propulsion. Aircraft
designers had been interested in the possibility of using a reaction turbine for a long
time. But initially, the low speeds of early aircraft and the unsuitability of a piston
engine for producing the large high-velocity airflow necessary for the 'jet' caused
many problems.
Refer to Figure 1.
A French engineer, Rene Lorin, patented a jet propulsion engine in 1913. But this
was an athodyd and, at that time, it could not be manufactured or used since suitable
heat resisting materials had not been developed.
An athodyd (or: pulse jet engine) is an open tube which is shaped to produce
thrust when fuel is ignited inside it. Fuel is added to the incoming air as the
athodyd moves through the air at high speed. This burning causes air expansion
that speeds up the air and produces thrust (Figure 1, detail a)).
Note:
Secondly, jet propulsion would have been extremely inefficient at the low speeds of
early aircraft. However, today's modern ram jet is very similar to Lorin's conception.
In 1930, Frank Whittle was granted his first patent for using a gas turbine to produce a
propulsive jet (Figure 1, detail b)). But it took 11 years before his engine completed its
first flight. The Whittle engine formed the basis of the modern gas turbine engine. The
ROLLS-ROYCE, DERWENT, NENE or DART engines were derived directly from the
Whittle engine.
The DERWENT and the NENE jet engines were mainly installed in military aircraft.
The DART turboprop engine became well known as the power plant for the
VICKERS Viscount aircraft. Although other aircraft may be fitted with later engines
termed 'twin-spool', 'triple-spool', 'by-pass', 'ducted fan', 'unducted fan' or 'propfan',
they are developments of Whittle's early engine.
Refer to Figure 2.
Although the jet engine appears to be very different from a piston engine with a
propeller, it applies the same basic principle to produce propulsion. Both propel the
aircraft solely by moving a large volume of air rearwards.
Although today's jet propulsion is popularly linked with the gas turbine engine, there
are other types of jet-propelled engines, such as the ram jet, the pulse jet, the
rocket, the turbo-ram jet and the turbo-rocket.
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15.1.2.2
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For aircraft propulsion, the 'body' is atmospheric air that is caused to accelerate as it
passes through the engine. The force required to cause this acceleration has an
equal effect in the opposite direction, i.e. it acts on the components producing the
acceleration.
A jet engine produces thrust in a way similar to the piston enginelpropeller combination.
Both propel the aircraft by moving a large volume of air backwards: one in the form of a
large air slipstream at comparatively low speed and the other in the form of a jet of gas
at very high speed.
Refer to Figure 3
This same principle of reaction occurs in all forms of movement and has been usefully
applied in many ways. The earliest known example of jet reaction is that of Hero's
engine (Figure 3, detail a)) produced as a toy more than 2,000 years ago. This toy
showed how the momentum of steam exiting a number of jets could impart an equal
and opposite reaction to the jets themselves, causing the engine to rotate.
The whirling garden sprinkler (Figure 3, detail b)) is a more practical example of this
principle: its mechanism rotates due to the reaction to the water jets. The high-pressure
jets of modern fire-fighting equipment are another example of 'jet reaction': due to the
reaction of the water jet, the hose cannot be held or controlled by one single fireman.
Perhaps the simplest illustration of this principle is a toy balloon which, when the air or
gas is released, rushes rapidly away in the direction opposite to the jet.
Jet reaction is definitely an internal phenomenon and does not result from the pressure
of the jet on the atmosphere. In fact, the jet propulsion engine, whether rocket, athodyd
or turbojet, is a piece of equipment designed to accelerate a stream of air or gas and to
expel it at high velocity.
There are, of course, a number of ways of doing this. But in all instances, the
resultant reaction (or: thrust) exerted on the engine is proportional to the mass or
weight of air expelled by the engine and to the velocity change imparted to it.
Refer to Figure 2 again.
In other words, the same thrust can be provided
either by giving a large mass of air a little velocity increase
or by giving a small mass of air a large velocity increase.
In practice, the former is preferred, since by lowering the jet velocity relative to the
atmosphere a higher propulsive efficiency is obtained.
15.1.2.3
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Refer to Figure 4.
The ram jet engine (Figure 4, detail a)) is an athodyd (or: aero-thermodynamic duct). It
has no major rotating parts and consists of a duct with a divergent entry and a
convergent or convergentidivergent exit.
When forward motion is imparted to it by an external source, air is forced into the air
intake. Here, it loses velocity (or: kinet~cenergy) and increases its pressure (or:
potential energy) as it passes through the diverging duct. Then, the total energy is
increased by the combustion of fuel. F~nally,the expanding gases are expelled to the
atmosphere through the outlet duct.
A ram jet is often used as a power plant for missiles and target vehicles. But it is
unsuitable as an aircraft power plant because it requires forward motion before any
thrust can be produced.
Pulse Jet Engine
The pulse jet engine (Figure 4, detail b)) uses the principle of intermittent combustion. Unlike the ram jet, it can be run at a static condition. The engine is formed by an
aerodynamic duct similar to the ram jet. But, due to the higher pressures involved, it
is of more robust construction. The duct inlet has a series of inlet 'valves' that
are spring-loaded in the 'open' position.
Air drawn in through the open valves passes into the combustion chamber and is
heated by the burning of fuel injected into the chamber.
The resulting expansion causes a rise in pressure, forcing the valves to close and the
expanding gases are then ejected rearwards. A depression created by the exhausting gases allows the valves to open again and the cycle is repeated.
The pulse jet is unsuitable as an aircraft power plant because it has a high fuel
consumption and is unable to reach the performance level of the modern gas turbine
engine.
Rocket Engine
Although a rocket engine (Figure 4, detail c)) is a jet engine, there is one major
difference: it does not use atmospheric air as the propulsive stream. Instead, it
produces its own propelling medium by the combustion of liquid or chemically
decomposed fuel with oxygen. It is able to operate outside the earth's atmosphere.
GmbH
EASA Part-66 T r a i n i n g H a n d b o o k
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The turbojet engine draws air from the atmosphere. After compressing and heating it
(a process that occurs in all heat engines) the energy and momentum given to the air
forces it out of the propelling nozzle at a velocity of up to 2,000 feet per second
(approx. 610 m/s or 2,200 kmlh). On its way through the engine, the air gives up some
of its energy and momentum to drive the turbine that powers the compressor.
The mechanical arrangement of the gas turbine engine is simple. It consists of only 2
main rotating parts (a compressor and a turbine) and one or a number of combustion
chambers.
Note:
The mechanical arrangements of various types of gas turbine engine are shown
in Figures 5 to 7.
This simplicity, however, does not apply to all aspects of the engine: the thermodynamic and aerodynamic aspects are quite complex. They result from:
the high operating temperatures of the combustion chamber and the turbine
the effects of varying flows across the compressor and the turbine blades
the design of the exhaust system through which the gases are ejected to
form the propulsive jet.
Refer to Figure 8.
At aircraft speeds below approx. 450 knots (knots = nautical miles (nm) per hour), the
pure jet engine is less efficient than a propeller-type engine, since its propulsive
efficiency largely depends on its forward speed. The pure turbojet engine is most
suitable for high forward speeds. The propeller efficiency does, however, decrease
rapidly above 350 knots due to the disturbance of the airflow caused by the high
blade-tip speeds of the propeller.
The advantages of the turbinelpropeller combination have to some extent been offset
by the introduction of the by-pass, ducted fan and propfan engines.
These engines provide larger airflows and lower jet velocities than the pure jet
engine. They give a propulsive efficiency which is comparable to that of the turboprop
engine and exceeds that of the pure jet engine.
Turboshaft Engine
A gas turbine engine that delivers power through a shaft to operate something other
than a propeller is referred to as a turboshaft engine. These are widely used in such
industrial applications as electric power generating plants and surface transportation
systems, while in aviation, turboshaft engines are used to power many modern
helicopters.
Refer to Figure 9.
The turboshaft power take-off may be coupled to and driven directly by the turbine
that drives the compressor, but it is more likely to be driven by a turbine of its own.
Engines using a separate turbine for the power take-off are called 'free turbine
engines' or 'free-power turbine-type turboshaft engines'.
A free turbine turboshaft engine has two major sections, the gas generator and the free
turbine section. The function of the gas generator is to produce the required energy to
drive the free turbine system and it extracts about two third of the energy available from
the combustion process leaving the other one third to drive the free-power turbine.
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(c) by Link 8
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Air intake
Propelling nozzle
Fuel supply
\
Fuel burner
Air intake
Figure 1
~ epipe
t and
propelling nozzle
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Turbojet engine
mass
0
Acceleration
Turboprop engine
ff =
Figure 2
Acceleration
mass
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Figure 3
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Combustion chamber
Air intake
Propelling nozzle
Charging
shutter valve-
Firina
..
Air intake
Fuel
\
supply Combustion chamber
c) Rocket engine
Liauid fuel
Oxygen
Figure 4
Combustion
chamber
Propelling
nozzle
Fuel injectors
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Figure 5
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Figure 6
LINK 8 LEARN
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c) Propfan concept
Figure 7
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Figure 8
200
400
600
Airspeed (knots)
800
1,000
200
400
600
Airspeed (knots)
800
1,000
Comparative Efficiencies
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Fuel
Gas generator
b) An example of a free turbine engine that has been adapted
for both turboprop and turboshaft applications
Exhaust outlet
Air
l ~ r e e - ~ o w turbine
er
Figure 9
r- Compressor
~ o m ~ r e s sturbine
or
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Variable nozzle
(large area)
Variable intake
(small area)
Variable nozzle
(small area)
b) Turbo-rocket engine
Variable intake
Afterburning
fuel burns
Combustion chamber
Oxygen and
fuel supply
Variable nozzle
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15.2
Engine Performance
15.2.1
General
The gas turbine engine is essentially a heat engine using air as a working fluid to
provide thrust. To achieve this, the air passing through the engine has to be
accelerated. This means, that the velocity (or: kinetic energy) of the air is increased.
To obtain this increase, first of all the air pressure (potential energy) is increased,
followed by the addition of heat energy. Finally, the potential energy is reconverted
into kinetic energy in the form of a high-velocity jet efflux.
15.2.1.1
Working Cycle
The working cycle of the gas turbine engine is similar to that of the 4-stroke piston
engine. However, in the gas turbine engine, combustion occurs at a constant
pressure, whereas in the piston engine it occurs at a constant volume. Both engine
cycles consist of induction, compression, combustion and exhaust.
These processes are intermittent in the case of the piston engine whilst they occur
continuously in the gas turbine engine. In the piston engine, only one stroke is used
in the production of power, the others being involved in the charging, compression
and exhaust of the working fluid. In contrast, the gas turbine engine eliminates the
3 'idle' strokes, enabling more fuel to be burnt in a shorter time. Thus it produces
a greater power output for a given size of engine.
Due to the continuous action of the gas turbine engine, and due to the fact that the
combustion chamber is not an enclosed space, the pressure of the air does not rise
during combustion (like that of the piston engine). But its volume increases. This
process is known as 'heating at constant pressure'. Under these conditions there are
no peak or fluctuating pressures to be withstood (as is the case with the piston
engine with its peak pressures in excess of 1,000 psi).
These peak pressures require the use of cylinders of heavy construction in the piston
engine and the use of high-octane fuels, in contrast to the low-octane fuels and the
light fabrication of combustion chambers used in gas turbine engines.
The working cycle of the gas turbine engine can be, in its simplest form, represented
by the cycle shown on the pressurelvolume diagram in Figure 1:
point A represents air at atmospheric pressure that is compressed until reaching point 6
from B to C, heat is added to the air by injecting and burning fuel at a constant pressure; the volume of the air pressure is increased considerably
pressure losses in the combustion chambers are indicated by the drop between B and C
from C to D, the gases resulting from combustion expand through the turbine
and jet pipe back to the atmosphere; during this part of the cycle, some of the
energy of the expanding gases is transferred into mechanical power by the
turbine; the remainder provides the propulsive jet on its discharge to the
atmosphere.
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LINK h LEARN
The higher the temperature of combustion, the greater the expansion of the gases.
The combustion temperature, however, must not exceed a certain value to provide a
turbine gas entry temperature which is suitable for the design and materials of the
turbine assembly.
The use of air-cooled blades in the turbine assembly permits a higher gas temperature and, consequently, a higher thermal efficiency.
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During the passage of the air through the engine, aerodynamic and energy requirements demand changes in its velocity and pressure.
For example, during compression, a rise in the pressure of the air is required and not an
increase in its velocity.
After the air has been heated and its internal energy increased by combustion, an
increase in the velocity of the gases is necessary to force the turbine to rotate.
At the propelling nozzle, a high exit velocity is required to provide the thrust on the
aircraft. Local decelerations of the airflow are also required, e.g. in the combustion
chambers to provide a low-velocity zone for the flame to burn.
Refer to Figure 1 again.
These various changes are effected by means of the size and shape of the ducts
through which the air passes on its way through the engine.
Where a conversion from velocity (kinetic energy) into pressure (potential energy) is
required, the passages are divergent in shape. Conversely, where it is required to
convert the energy stored in the combustion gases into velocity energy, a convergent
passage (or: nozzle) is used. These shapes apply to gas turbine engines where the air
velocity is subsonic or sonic, i.e. below or at the local speed of sound.
Refer to Figure 3.
Where supersonic speeds are encountered, such as in the propelling nozzle of a
rocket, athodyd and some jet engines, a convergentldivergent nozzle (or: Venturi) is
used to obtain the maximum conversion of the energy of the combustion gases into
kinetic energy.
The efficiency, with which the energy changes are effected, depends on the proper
design of the passages and nozzles. Any interference with the smooth airflow creates
a loss in efficiency and may result in component failure due to vibration caused by
eddies or turbulences of the airflow.
Airflow
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An important design feature of the by-pass engine is the by-pass ratio. This is the
ratio of the amount of cool air, which is by-passed through the duct, to that of the air
passed through the high-pressure system. With low by-pass ratios, i.e. in the order of
1 : I , the 2 streams are usually mixed before being exhausted from the engine.
The requirement for high by-pass ratios of up to 5 : 1 is largely met by using the front
fan in a twin- or triple-spool configuration (on which the fan is, in fact, the low-pressure compressor). The fan engine may be regarded as an extension of the by-pass
principle.
Very high by-pass ratios, in the order of 15 : 1 , are achieved by using propfans.
These are a variation of the turboprop engine but with advanced-technology
propellers capable of operating with high efficiency at high aircraft speeds.
On some front-fan engines, the by-pass airstream is ducted overboard either
directly behind the fan through short ducts or at the rear of the engine through longer
ducts (hence the term 'ducted fan'). Another variation, though seldom used, is that of
the aft (rear) fan.
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a) Working cycle
Compression
(continuous)
Air intake
Combustion
(continuous)
Exhaust
b) Pressure/volume diagram
Volume
Legend:
Figure 1
Ambient air
Expansion (through turbine and nozzle)
Compression (pressure energy added)
Combustion (heat energy added)
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a) Divergent duct
Velocity:
decreasing
Pressure:
increasing
Temperature: increasing
Principle
b) Convergent duct
Velocity:
increasing
Pressure:
decreasing
Temperature: decreasing
Principle
Figure 2
Flow increases to
Velocity
increasing
Pressure
decreasing
Figure 3
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Air
intake
Propelling nozzle
Compression
"C
Combustion
Expansion
Exhaust
Feetis psi
Figure 4
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High-pressure compressor
High-pressure
compressor
--
Reverse flow
<
zz
Figure 5
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a) Twin-spool axial flow (by-pass turbojet engine with low by-pass ratio)
Low-pressure
compressor
By- pass
High-pressure
flow
compressor
b) Triple-spool axial flow (front-fan turbojet engine with high by-pass ratio)
Low-pressure
comDressor
Intermediate pressure
compressor
Compressor
Low-pressure
Figure 6
Contra-rotating fan
A
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15.11.4
15.11.4.1
Introduction
History
In the years since World War II, jet engine controls have evolved significantly,
providing ever-increasing functionality and exploiting successive advances in
technology. Simple but bulky hydro-mechanical controls have given way to hydromechanical computers, analogue electronics and today's digital electronic controls,
including full-authority digital engine controls commonly referred to as 'FADEC
system'.
Note:
Some manfacturers name their FADEC system 'fully automated digital electronic
control' system
Future
Refer to Figure 1
As shown in Figure 1, future FADECs are expected to have additional functions, such
as performance seeking control, redundant control and condition monitoring, as well
as advanced schedule control and multivariable robust control, achieving higher
engine efficiency, safety, reliability, maintainability and longer life. It is further
considered that the future engine control will be integrated with flight control to make
an integrated aircraft control system.
Engines with their many control variables have certain degrees of freedom in
generating the necessary thrust. This freedom enables the engines to prepare
appropriate control modes for various missions. For example, selecting control
variables that make fuel consumption minimum is appropriate from an economical
point of view, while selecting control variables making the turbine inlet temperature
lowest is appropriate from the viewpoint of extending engine life. By selecting control
variables that make a certain parameter maximum or minimum, multivariable control
achieves the most advantageous engine operation in terms of economy, safety, life
and environment.
Optimizing Engine Performance
Refer to Figure 2.
The advent of FADEC established new standards in safety, functionality and engine
handling across the flight envelope. The engine electronic control (EEC), the heart of
the FADEC, is capable of total powerplant management from engine start to
maximum power. It provides a powerful airframe interface for engine control,
parameter display, health monitoring and maintenance functions.
The EEC has allowed a very significant reduction in aircraft wiring between the
engine and airframe system. Gone are the heavy conventional harnesses and
dedicated cockpit instrumentation. In their place, serial digital links (or: data busses)
carry electronic signals. Simplified, weight-reduced interfaces replace complex
hydro-mechanical and pneumatic controls and their heavy mechanical links to the
cockpit.
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The workload of the flight crew has also been reduced. The crew no longer has to
make constant adjustments to the engines during the start cycle or through take off,
climb and descent. Instead they can take advantage of the EEC's 'set and forget'
power management. This aid to carefree handling lets crew members concentrate on
other in-flight priorities. Crews no longer need to respond in the traditional way to
faults and failures. The fault-tolerant FADEC identifies problems with unprecedented
precision for immediate in-flight correction or for post-flight diagnosis.
In addition to engine components, the EEC's diagnostics monitor the other engine
accessories.
An engine- or accessory-related fault gets announced immediately to the aircraft
central maintenance system by the EEC. Only those failures which require crew
intervention are annunciated in the cockpit.
Maintenance crews can access and decode faults on the ground after the flight. The
EEC also records faults and stores them in its memory, frequently providing more
diagnostic detail than is available from the central aircraft system. Consequently,
remembering specific problems no longer depends on the ability of personnel to keep
them in mind or write them down. The EEC also contains self-diagnostics to monitor
the regulating system's own performance. These features all contribute to rapid fault
diagnosis and repair.
Furthermore, FADEC systems provide improved specific fuel consumption by
regulating the engine with greater precision and flexibility. Close control of turbine
temperature, tip clearance, over- and under-fuelling and optimized idling speeds all
contribute to this achievement.
The powerful FADEC computing system has allowed the full potential of the jet
engine to be exploited. It maximizes engine efficiency, enabling faster automatic
starting sequences and optimizing engine thrust in the cruise mode. Engine life is
maximized by maintaining the powerplant within red -ine and transient-operating
limits at all times.
15.11.4.2
Refer to Figure 3.
The A320 FADEC system eliminates the problems experienced with hydromechanical engine control systems. It is fully integrated with the electronic flight control
system (EFCS) and the automatic flight system (AFS). The duplicated FADEC
systems control the engines, replacing the now redundant fuel control units (FCU).
The thrust levers, located on the centre pedestal, have 5 detents, informing the
FADEC of the current phase of the flight. The FADEC accordingly controls engine
thrust, providing automatically the optimum output and therefore, minimum fuel burn.
The FADEC performs the following functions:
full engine fuel control
Thrust setting compulation
engine limit protection
automatic start sequencing/monitoring
thrust reverser controllfeed back
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15.1 1.4.3
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Utilizing the latest online technology and the capabilities of the FADEC system, the
engine and FADEC can now be diagnosed and adjusted directly from the factory to
anywhere in the world.
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Control signals
/ I
HMU
Tfuel
--
flow
tStarter air
Figure 2
HPT = HP turbine
CC = combustion chamber
Figure 3
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To other engine
ECAS
ADC
Data bus
Data bus
Data bus
Cross-channel
C
Trust
lever
FADEC I3
Max. take-off
Max. continuous
Max. climb
Max. cruise
Engine start
Engine stop
Cockpit
discretes
Take-off data store
Take-off data increase
Take-off data decrease
Anti-ice
FADEC reset
Alternate FADEC select
Engine
sensors
A
3
0
2
metering
unit
Aircraft
discretes
Ignition
exiter
A
Ignition relay
~ircraft
I
relays
FADEC
ID
jumpers
Starter shut-off
ECS off
Parity
1-1
Interface with
the aircraft
Figure 4
30
(Main)
I permanent I
magnet
alternator
LINK 8 LEARN
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15.14.1
15.14.1.1
Pressure Measurement
Refer to Figure 1.
The mechanism of a manifold pressure gauge contains a Bourdon-type measuring
element.
This element is essentially a length of metal tube, specially shaped to give it an
elliptical cross-section, and formed like the letter C. One end of the tube is sealed,
while the other end is left open and fixed into a boss so that it may be connected to
a source of pressure and form a closed system.
When pressure is applied to the interior of the tube, there is a tendency for the tube
to change from an elliptical cross-section to a circular one, and also to straighten
out.
Refer to Figure 2
The manifold pressure is indicated by a pointer on a scale at the front of the
instrument.
Refer to Figure 3.
The engine oil supply system provides lubrication and cooling for various engine
parts. Failure of the oil supply system will result in an engine failure.
To provide a warning of imminent engine failure, the oil supply to critical areas must
be monitored by means of an oil pressure measuring system.
Oil pressure measurement may be done by the direct method (with or without a
transmitter). Alternatively an electrical transmission method (via pressure switches)
may be used in conjunction with an indicator.
Refer to Figure 4.
Oil pressure indicators are usually calibrated in pounds per square inch (psi), bar or
kg/cm2.
A direct-reading oil pressure indicator of the Bourdon type consists of the following
main components:
case with pressure inlet connection
Bourdon tube
gear and pinion devices
dial scale (calibrated in psi, bar or kg/cm2).
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Module 14
Refer to Figure 5.
Engine oil enters the transmitter casing and surrounds the capsule which is filled with
a special fluid.
When the oil pressure increases the capsule is compressed. This increases the
pressure of the special fluid which, in turn, is transmitted via a capillary tube to the
Bourdon tube.
With increased pressure of the special fluid the Bourdon tube tends to straighten out.
Thereby the pointer moves, via a coupling element, over the indicator scale.
Pressure Switches
15.14.1.2
Temperature Measurement
Oil Temperature
The oil temperature indicating system is fitted to measure the temperature of the engine
lubrication oil of all types of engine (piston and gas turbine engine).
The engine oil supply is important to the operation of the engine. A rise in oil
temperature does not only cause a decrease of the cooling of engine parts but a
decrease in the lubricating properties of the oil.
Refer to Figure 8.
The oil temperature measurement system in its most simple form, consists of a
temperature sensing element (oil temperature bulb of the resistance type) and the
oil temperature indicator (moving-coil indicator).
The temperature bulb is located at the delivery side of the oil pressure pump.
The bulb is electrically connected to the indicator and to the aircraft's DC supply.
A temperature switch may also be installed to operate a warning light.
Very often the oil temperature indication is integrated in a double- or triple-indication
instrument:
oil pressureloil temperature
oil pressure/oil temperature and cylinder head temperature.
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Principle of Operation
Refer to Figure 9,
The resistance-bulb method makes use of the fact that the electrical resistance
of most metals increases as their temperature rises.
A temperature resistance bulb contains a resistance element. The materials
generally used for such elements are platinum, nickel or alloys such as nickel
manganese (NiMg).
A wire made of one of these metals is wound around a coil former made of an
insulating material. This assembly is covered by a metal sheath, called the bulb,
that conducts heat quickly.
The instrument (Figure 11, detail a)) indicates the exhaust gas temperature of
each engine separately. The 2 scales represent a relative EGT measurement, i.e.
all mixture settings are determined in relation to peak temperatures (indicated by
adjustable pointers or by asterisks).
The instrument contains 2 independent moving-coil millivoltmeters and indicates the
thermocouple voltage (in mV) of the EGT elements. This is a function of the engine's
intake fuellair mixture, as a change in mixture causes a change of the exhaust gas
temperature.
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The EGT indicator (Figure 11, detail b)) measures the temperature of the exhaust
gas when it leaves the turbine exhaust section. The round panel-mounted instrument
is a millivoltmeter which is supplied with voltage from the engine's thermocouple ring.
In simple exhaust gas temperature measuring systems, a group of probes are
connected via extension leads to the moving-coil millivolt-meter in the indicator.
The moving-coil indicators are calibrated in degrees Celsius. They are usually
calibrated with a specified external resistance value.
Exhaust Gas Thermoelement
Refer to Figure 15.
The EGT sensing element of a gas turbine engine is usually a thermocouple ring. The
thermocouple ring is fitted to the rear flange of the outer casing of the turbine exhaust
section and consists of an annular tube with (usually) 9 probes (thermocouples).
Each probe contains a chromel alumel thermocouple. The thermocouples are
connected in parallel. When exhaust gases flow through openings in the probes,
a voltage is generated and applied to the EGT-indicator(s).
lnterturbine Temperature
The interturbine temperature ( I T ) indication system (Figure 11, details c) and d))
provides the pilot with an indication of the engine temperature in the zone between
the compressor turbine and the power turbine stator. The indicator is equipped with
a pointer scale which indicates the IlT in "C.
Refer to Figure 16.
A typical sensing system consists of a wiring harness (twin leads) incorporating a
terminal block, 2 busbars and 9 (sometimes 8) individual chromel alumel thermocouple
probes connected in parallel by the busbar arrangement.
The probes stick out from individual, threaded bosses in the power turbine discharge
airstream. The hot exhaust gases of the engine generate a voltage in the thermocouples
which is proportional to the exhaust gas temperature. This voltage is applied to the
IlT indicators via the wiring harness and the aircraft wiring.
The IlT indicator is a millivoltmeter which is supplied with voltage from the thermocouple
wiring harness via a compensating resistor.
15.14.1.3
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Speed Measurement
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Principle of Operation
As the rotor rotates past the stator windings, 3 phases of alternating electromotive
force (EMF) are induced into the windings. These 3 phases are 120" apart from each
other.
The frequency of the induced EMF is directly proportional to the rotor's speed. The
magnitude of the EMF depends on the strength of the magnet and the number of
turns on the phase coils.
Since the rotor speed is determined by the engine speed at a fixed ratio, the
frequency of the induced EMF is a measure of engine speed.
The output voltage of the generator is supplied to the 3-phase coils of the indicator
to produce a resultant magnetic field. This resultant field rotates at a speed
corresponding to the generator output frequency.
As the stator field in the indicator rotates it causes a torque to rotate the rotor into
the same direction and at the same speed.
Refer to Figure 21.
When the engine is running, the 3-phase AC voltage produced by the rpm transmitter is
applied to the rotor of the synchro in the indicator. The rotor shaft rotating inside the bell
of the metering system carries a magnetic disc. This disc induces eddy currents which,
in turn, produce torque. The torque turns the pointer of the indicator, which indicates the
speed of the corresponding engine.
39/78
Module 14
Principle of Operation
Refer to Figure 22 again.
The probe and gear wheel act as a magnetic flux switch that induces electromotive
forces into the sensing coils. These forces are directly proportional to the compressor's
(or: fan's) speed.
The probe's permanent magnet produces a magnetic field around the sensing coils.
As the teeth of the gear wheel pass the pole pieces of the probe, the flux intensity
through each pole piece varies, according to the varying width of the air gap between
the pole pieces and the gear wheel teeth.
As long as the intensity of the flux changes, an EMF is induced into the sensing coils.
Its amplitude depends on the rate of change of flux intensity.
The top of each gear tooth and the bottom of each tooth space are flat. At these
points, the intensity of the flux does not change and, as a result, the induced EMF
will be zero. However, because the sides of each gear tooth are angled, there is a
change in flux intensity as long as the angled sides of the teeth pass the pole pieces.
The induced EMF reaches its maximum when the maximum rate of change of flux
occurs.
The frequency of the changes of the EMF depends on the number of teeth in the
gear wheel (or fan blades).
The signals from the probe, which are to be used for speed indication, are supplied
to the indicator's signal processing module. In the module, the signals are added to
the outputs of the servo-potentiometer and the buffer amplifier. After summation,
the signals are amplified by the servo-amplifier in order to cause the torque synchro
to rotate the pointers.
At the same time, the wiper of the servo-potentiometer is moved in order to control
the summation of signals to the servo-amplifier.
In the case of a power supply or signal failure the main pointer is returned to an
off-scale position by a preloaded spring.
15.14.1.4
Module 14
Quantity Measurement
41/78
Module 14
Module 14
LINK 8 LEARN
43/78
Module 14
LINK 8 LEARN
Principle of Operation
As the fuel level changes, the arm with the float moves through certain angles and
re-positions the wiper arm (or the brushes) in order to vary the resistance. Thereby
the flow of current to the indicator is varied as well. These variations in current flow
cause the deflection of a moving coil (or: rotor) within the indicator, which, in turn,
positions a pointer over a suitably calibrated scale.
Indicators depend on the type of transmitter used. Where the transmitter is of the
Desynn type, the indicator must be a Desynn synchro as well. If the transmitter is a
potentiometer, the indicator may be a ratiometer or an ammeter.
Capacitance-type Fuel Quantity Indicating System
E A S A Part-66 Training H a n d b o o k
15.14.1.5
M o d u l e 14
Principle of Operation
Refer to Figure 34.
The pick-up unit is a linear-velocity detector that converts mechanical energy of
vibration into an electrical signal. The magnitude of this signal is proportional to
the energy of vibration. The conversion is done by means of a spring-supported
permanent magnet, which is suspended in a coil attached to the interior of the case.
As the engine vibrates, the pick-up unit and the coil move with it. The magnet,
however, tends to remain fixed in space because of the influence of inertia. The
motion of the coil causes its windings to cut the field of the magnet inducing a voltage
in the coil. This voltage (or: the signal) is amplified and transmitted via an electrical
filter network and a rectifier to the indicator.
Auxiliary Monitor
The filter and amplifier networks produce a highly stable highpass response for
frequencies from 14 Hz to 1,000 Hz. They provide a signal whose amplitude is
proportional to the vibration amplitude. This signal is then rectified by a diode
pump circuit and applied as follows:
for display in the indicator as a measure of low vibration amplitude
to supply the vibration level information to a warning circuit.
The warning circuit is designed to trip at a preset level (normally at the critical level
of vibration amplitude) on the indicator scale. When reaching this preset level the
warning circuit causes the indicator and other remote warning lamps to light up.
Module 14
lndica tor
The indicator is a micro-ammeter, which is vertically mounted. It continuously
displays the vibration level as a relative reading (typically from '0' to '5'). The indicator
is calibrated so that the critical level of vibration amplitude corresponds to a pointer's
position at approx. half-scale of the indicator.
Furthermore, the indicator incorporates a reference datum pointer that is actuated
by a lever arm mechanism. This pointer can manually be set by means of a slotted
adjusting control to indicate the normal level of vibration amplitude. This provides a
visual reference to the pilot for checking any changes of the vibration amplitude
during flight.
Power Supply
The AC power enters the auxiliary monitor at the plug connector. Power is supplied
directly to the indicator through the auxiliary monitor socket connector and the
indicator connector.
Power supply boards inside the units convert the 115 V ACl400 Hz power supply to a
stabilised 24 V DC for amplifier supply and to 0.5 V ACl400 Hz for test purposes.
Module 14
connections
B
m
Springs
Figure 1
47/78
Figure 2
Module 14
48/78
Module 14
Oil
Fuel
Figure 3
Capsule with
transmitting fluid
Module 14
System fluid
pressure inlet
Figure 5
Module 14
Bus
a) Warning system
+28 V DC
---
Control box
warninglcaution
--------Engine
Switch low
press oil
Power
supply
ru
Pressure connection
b) Presssure switch
Breather pressure
Figure 6
Diaphragm
51/78
Module 14
Electrical connector
Pre
adj~
Figure 7
Module 14
Temperature bulb
(resistance type)
Figure 8
53/78
LINK 8 LEARN
Module 14
,
Pointer
n11
Hairsorina
8
Bridqe
.piece
Coil and former
Adjusting
device
Balance
arm
Core
Shunt
Plug
receptacle
Union nut
Former
/
2-pin socket
Figure 9
Calibrating
(or: balancing) coil
Contacting
strips
Bulb
Resistance
element
Module 14
Temperature bulb
Module 14
d) ITT indicator
(gas turbine engine)
c) ITT indicator
(turboprop engine)
EGT probe
Module 14
57/78
Module 14
Front adjusting
screws
Chromel l e d +, LH engine
Alumel lead -, LH engine
Connection
Connection
Probe
Clamp
D
cn
D
p-Thermoelement
(probe)
*I
nl
Balance wire
-+-
Lead wire
?'
-4
Q)
Q)
-I
ru.
I
I
2.
s
ca
Indicator
Hot junction
connector
Reference line
Cold junction
Chramel alurnel
wiring harness
Module 14
LINK 8 LEARN
block
Chromel terniinal
Threaded coupling
Probe assembly
Jasher
LINK 8 LEARN
Module 14
rpm indicator
Module 14
RPM generator
63/78
Module 14
NI (LP compressor)
-,
N2 (HP compressor)
64178
Module 14
Laminated
squirrel-cage rotor
65/78
Module 14
Spot-welded connection
Electrical connector
Core
permanent
magnet
Sensing coils
ar wheel
------//
Reference
voltage
Buffer
Signal
processing
module
115VAC
400 Hz
--
Power
supply
module
cu
2
m
1 4 V DC
Module 14
+I-
transmitter
Power setting
r - It - i
FEATHER
Module 14
68/78
Module 14
Fuel outlet
Fuel inlet
0
Metering unit
Calibrated
spring
~ e t e r i n gvane
Remote indicator
69178
Module 14
Restraining spring
Annular space
Constant-speed impeller
EA
D l
115 vac
-/ E A B C D
mi
To 3-phase
power supply
Indicator
Module 14
Potentiometer
winding
\
Module 14
Electrical connector
Module 14
Transmitter
Wiper arm
Indicator
Toroidal resistor
Fuel tank
Indicator
Module 14
Indicator
+- -
Reference capacity
(varies with fuel
permittivity)
- - -- -I
Fixed trim
capacitor
\
Isolating
transformer
Representing capacity
of tank units
Legend:
Bus
Module 14
+28VDC
Tank control
circuit breaker
Indicator
75/78
Indicator
Module 14
Amplifier
Module 14
Reference
pointer
19-way connector
Reference pointer
77/78
Module 14