Module 14 – PROPULSION

CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

MODULE 14

SUB MODULE 14.1

TURBINE ENGINES

Rev. 00 14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Table of Contents Page Table of Contents Page

Introduction ............................................................................................. 2 FADEC Components and Their Functions......................................... 24

Gas Turbine Jet Engine .......................................................................... 4 FADEC Power Supply ................................................................... 26
Fuel Metering by FADEC .............................................................. 28
Types of Gas Turbine Engines..............................................................4 Other Components Controlled by The FADEC System ................ 28
Turbojet Engine............................................................................... 6 Data Entry Plug ............................................................................. 28
Turbofan Engine.............................................................................. 8 FADEC Interface Unit.................................................................... 30
Turboprop Engine ......................................................................... 10
Comparison and Evaluation of Turbojet, Turboprop and Turbofan
Engines................................................................................................12
Turbojet Characteristics and Uses ................................................ 12
Turboprop Characteristics and Uses............................................. 14
Turbofan Characteristics and Uses ............................................... 14
Gas Turbine Engine Fuel System ......................................................... 18
Primary Function.........................................................................18
Secondary Function.....................................................................18
Fuel Control Unit (F.C.U.).................................................................19
Computing Module .....................................................................19
Electronic Engine Control Systems ....................................................20
Introduction ................................................................................... 20
Full Authority Digital Engine Control (FADEC) ...............................22

Rev. 00 i 14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

“The training notes and diagrams are

compiled by SriLankan Technical Training
and although comprehensive in detail, they
are intended for use only with a Course of
instruction. When compiled, they are as up to
date as possible, and amendments to the
training notes and diagrams will NOT be
issued”.

Rev. 00 1
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

INTRODUCTION

In this Sub Module the following topics are discussed.

a) Constructional arrangement and operation of turbojet,
turbofan, turboshaft, and turbopropeller engines.

Rev. 00 2
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

PAGE INTENTIONALLY LEFT BLANK

Rev. 00 3
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

GAS TURBINE JET ENGINE

TYPES OF GAS TURBINE ENGINES
- A gas turbine engine uses a large compressor to compress
air. 1. Thrust producing gas turbine engines
- Fuel is sprayed into this compressed air and ignited in a - Turbojet engine
combustion chamber.
- Turbofan engine
- The expanding gases spin a turbine that drives the
compressor. The still hot gases accelerate through the 2. Torque producing gas turbine engines
exhaust to exit the engine at a higher velocity than it entered. - Turbo propeller or turboprop engine
- This difference in velocity creates a reaction called thrust. - Turboshaft engine
The definition given above for the gas turbine engine is more
representative of a turbojet engine, other variations of the gas
turbine engine exist that serve as the prime mover in aircraft, but
using different methods for developing thrust.
Whatever the design method for developing thrust, all members of
the gas turbine engine family retain the five basic sections of the
typical gas turbine engine. These are the intake, the compressor,
the combustor, the turbine and the exhaust.

Rev. 00 4
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A

Rev. 00 5
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

TURBOJET ENGINE
Turbojet engine produces thrust solely by the acceleration of the
hot gasses from the turbine to a high velocity at the exhaust
nozzle. In turbojet engines, all of the air entering the intake passes
through the compressor, combustor, turbine and the exhaust.
Turbojet engines are also known as Pure jet or Straight jet
engines.
In comparison with other types of gas turbine engines, the turbojet
accelerates a small mass of air to a very high velocity to produce
thrust. Because of this the efficiency of the turbojet is sustained at
its best at high altitude and high airspeed. Therefore, turbojet
engines are well suited for highflying, high-speed aircraft that
operate over sufficient range to make the climb to their best
operating altitude worthwhile.
But, the thrust of a turbojet engine is much dependent upon the
ram air pressure at the inlet, which is a function of the forward
speed of the aircraft. Therefore, turbojet engine equipped aircraft
need longer runways for take-off.
The constructional arrangement of typical turbojet engine is
shown in Figure A.

Rev. 00 6
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A

Rev. 00 7
14.1
Oct 2006 For Training Purposes Only

CATEGORY B2– AVIONICS
TURBOFAN ENGINE
In the turbofan engine, part of the compressor airflow is separated
from the main compressor airflow and diverted to flow along an
annular concentric duct around the engine so as to by-pass the
rest of the compressor, the combustor, and the turbine. This
separated by-pass airflow, according to design, is either
reintroduced into the main airflow at the exhaust, prior to the
exhaust nozzle or may be accelerated to the ambient through a
separate propelling nozzle.
Several terms are used to identify the air that is diverted from the
compressor, such as by-pass airflow, secondary airflow, fan
discharge or cold stream, while the airflow that passes through the
engine is termed as core airflow, primary airflow or hot stream.
In a typical turbofan engine, the size of the forward part of the
compressor that handles both airflows is usually made larger so
as to full fill core engine airflow requirements while still permitting
considerable amount of air to be by-passed. This enlarged portion
of the compressor is called the fan, hence the term turbo fan. This
fan section can consist of several slightly larger diameter
compressor stages or a single considerably larger diameter stage;
the latter is the most commonly used version found in
contemporary engines.
Rev. 00
Oct 2006 For Training Purposes Only
Module 14 – PROPULSION
Sub Module 14.1 – TURBINE ENGINES
The additional power required in driving the larger
compressor means the turbine driving the compressor
needs to extract more energy from the gas flow; therefore,
the turbine of a turbofan engine usually has more turbine
stages than the turbine of a turbojet. Also as more energy is
extracted from the hot gas flow, less energy will be present
in the core airflow to develop thrust, which results in lower
core jet velocities.
In a turbofan engine thrust is generated by the acceleration
of the both the core airflow and the by-pass airflow.
Therefore, the turbofan engine accelerates a relatively
larger amount of air at a relatively slower velocity than the
turbojet engine. This will result in greater propulsive
efficiency at low air speeds; therefore an aircraft equipped
with a turbofan engine will have better short-field take-off
characteristics than if the aircraft is equipped with a turbojet
engine.
Several configurations exist for turbo fan engines, but
basically all turbofan engines can be divided into two major
categories.
Forward fan or front fan engine - In a front fan engine the
fan section is at forward end of the compressor. The fan
may be bolted directly to the compressor and rotate at the
same speed, the fan can be connected through a reduction
gear system to the compressor or the fan may be driven by
a separate turbine and rotate independently of the
compressor.
8
14.1
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rear fan or Aft fan engine - In an aft fan engine, the fan is
mounted in the turbine section as an extension of the turbine
wheel blades.

Rev. 00 9
14.1
Oct 2006 For Training Purposes Only Fig. A
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

TURBOPROP ENGINE TURBOSHAFT ENGINES

Turbo propeller engine is a gas turbine engine where the power Turboshaft engine is a gas turbine engine that delivers
extracted by the turbine is used to drive a propeller through a power through a shaft to operate some machine other than
reduction gearbox in addition to the compressor. a propeller.
A major part of the thrust in a turboprop engine is from the In aviation turboshaft engines are used to power
propeller but a fraction of the thrust is produced by the helicopters and tilt-rotor aircraft.
acceleration of the core airflow. Similar to the turboprop the power output shaft maybe
In a turboprop engine every effort is made to extract as much coupled to and driven directly by the turbine that drives the
energy as possible from the hot gas flow by the turbine to drive compressor, or by a turbine of its own (See figure B).
the propeller, therefore a typical turboprop engine has more Turboshaft engine delivers the maximum shaft output at
turbine stages than a turbojet engine. very low speeds and low altitudes. Usually providing shaft
The propeller of a turboprop engine may be driven by the turbine power to slow moving vehicles such as helicopters, the
driving the compressor or by a separate turbine, which will allow turboshaft engine receives negligible benefit from the low
the turbine driving the propeller to seek its own optimum speed. forward speed. Therefore, the intake of a turboshaft
(See figure A) engines is designed instead to cause as minimum loss as
possible, at such low forward velocities.
Turboprop engine gives a large mass of air a small acceleration
when compared with the turbojet or the turbofan engine.
Therefore the turboprop engine gives the maximum thrust under
low speed conditions such as during take-off, and an aircraft fitted
with a turboprop engine will have a very short take-off roll.
But with increase in forward speed, the thrust generated by the
turboprop engine decreases steadily, this causes a turboprop
engine equipped aircraft to cruise at low subsonic speeds, in order
to maintain efficiency. Low forward speeds results in very low ram
pressure rise at the intake, therefore the turboprop engine does
not benefit from the intake ram effect to the forward speed.

Rev. 00 10
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A Fig. B

Rev. 00 11
14.1
Oct 2006 For Training Purposes Only

CATEGORY B2– AVIONICS
COMPARISON AND EVALUATION OF TURBOJET,
TURBOPROP AND TURBOFAN ENGINES
by converting the shaft horsepower of the turboprop into pounds
of thrust, and the fuel consumption per horsepower into fuel
consumption per pound of thrust, a comparison between turbojet,
turboprop, and turbofan can be made, but assuming that the
engines are equivalent as to compressor ratio and the internal
temperatures and that the engines are installed in equal-sized
aircraft best suited to the particular type of engine being used.
Rev. 00
Oct 2006 For Training Purposes Only
Module 14 – PROPULSION
Sub Module 14.1 – TURBINE ENGINES
TURBOJET CHARACTERISTICS AND USES
- Low thrust at low forward velocities
Therefore, long take-off roll required
- Relatively high thrust specific fuel consumption
(TSFC) at low altitudes and airspeeds. But TSFC
reduces with increase in altitude and airspeed
- Small frontal area results in reduced ground
clearance problems
- Lightest specific weight (Weight per pound of thrust
produced)
- Ability to take advantage of high ram pressure ratio
12
14.1
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A

Rev. 00 13
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

TURBOPROP CHARACTERISTICS AND USES

TURBOFAN CHARACTERISTICS AND USES
- High propulsive efficiency at low airspeeds, which falls off
- Increased thrust at low forward airspeeds as a
rapidly as airspeed increases. This results in shorter take-off
turboprop. But not penalized as the turboprop engine
rolls.
with increasing airspeed, up to sonic speed.
- More complicated and heavier than a turbojet
- Weight falls between the turbojet and turboprop
- Lowest thrust specific fuel consumption
- Ground clearances are less than turboprop, but not as
- Large frontal area of the propeller engine combination low as turbojet.
necessitates longer landing gear for low-wing aircraft.
- Thrust specific fuel consumption and specific weight
- Efficient reverse thrust possible. fall between turbojet and turboprop.
- Considerable noise level reduction over the turbojet
- Superior to turbojet in ‘hot day’ or high outside air
temperature performance
- In some installations, separate thrust reversers may
be required for the primary and secondary airflows
Figure A and Figure B shows how the various engines
compare as to thrust and thrust specific fuel consumption
versus airspeed. As the graphs indicate, each engine type
has its advantages and limitations.

Rev. 00 14
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A

Fig. B

Rev. 00 15
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Figure A shows the comparison of TSFC with thrust for turbojet

and turbofan engines.

Figure B shows the comparison of thrust with altitude for turbojet

and turbofan engines.

Figure C shows the comparison of thrust with OAT (Outside Air

Temperature) for turbojet and turbofan engines.

Rev. 00 16
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Fig. A Fig. B

Fig. C

Rev. 00 17
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

GAS TURBINE ENGINE FUEL SYSTEM These functions are performed according to the inputs from
the,
The fuel system of a gas turbine engine serves two main
- Human or the auto pilot (Thrust Demand,
functions. They can be classified as the primary function and the Start/shutdown command)
secondary function.
- Atmospheric conditions (TAT, P-0)
PRIMARY FUNCTION
- Engine itself (EGT, CDP, RPM)
The primary function of the fuel system is,
- To supply the engine combustion chamber with the required
amount of fuel (metered), in proper state (filtered and COMPONENTS OF THE FUEL SYSTEM
pressurized) for easy starting, in-flight relighting To perform these primary and secondary functions the fuel
acceleration/deceleration and stable running under all system consists of the following components.
operating conditions of the engine.
- Fuel low-pressure valve (LP Cock)
- To automatically control Engine gas temperature (EGT) and
Speed of the rotating assemblies (RPM) within the safe - Low pressure fuel pump
margin. - Fuel filters (LP & HP)
- Also some means must be provided to stop the engine when - Fuel / Oil heat exchanger (FOHE / FCOC / Fuel
required. heater)
- High pressure fuel pumps
- Fuel control unit – metering valve, pressurizing &
SECONDARY FUNCTION shutoff valve ( HP Cock ), bypass valve and/or spill
valve , acceleration / deceleration control unit , RPM
The secondary function is, governors , dump valve , over speed control system
- To use fuel as a cooling medium for engine and IDG oil. - Fuel flow transmitter
- To use pressurized fuel as servo pressure to operate certain - Flow divider
engine system actuators and valves (ex. VIGV / VSV / VBV
actuators, AOHE valve etc). - Fuel nozzles

Rev. 00 18
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

FUEL CONTROL UNIT (F.C.U.)
This is one of the major components of the fuel system. The
primary function of the unit is metering of fuel. Other functions
include fuel shutoff, over speed protection and supply of servo fuel
to various fuel pressure operated actuators.
In a fuel control unit there are two major modules.
- Computing module
- Metering module
They are
- Speed of individual spools, to prevent over speeding,
- Turbine gas temperature to prevent damage to the
hot section of the engine.
The fuel flow is calculated according to these parameters.
Calculated fuel signal is then used by the metering module
to control the fuel flow to the combustion chamber. On
conventional fuel control systems computing module is a
hydro mechanical unit, where all the inputs are received
and interpreted using rods, cams, pipes and pneumatic
bellows.

COMPUTING MODULE
This module computes the required amount of fuel supply to the
combustion chamber depending upon various control input signals
it receives.
These inputs are
- Throttle position,
- 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.
Rev. 00 19
14.1
Oct 2006 For Training Purposes Only

CATEGORY B2– AVIONICS
ELECTRONIC ENGINE CONTROL SYSTEMS
INTRODUCTION
Until recently the controlling thrust (mainly fuel flow) of most gas
turbine engines were achieved with conventional methods, which
employed cables, bellcranks, pulleys and push pull rods to give
input to a hydro-mechanical fuel control unit, which controlled the
fuel flow. Although this type of conventional controls are still
available on the engines that are currently in use and also being
manufactured, with the advancements in the field of the
electronics the engine manufacturers are increasingly opting to
hand over the control of the engine to computers.
This practice of manufacturing computer-controlled engines was
not developed overnight.
As the engines with purely conventional control systems were
relatively slow to respond to inputs and were relatively inefficient
in operation, the engine manufactures recognized that, with the
use of computers they could improve this situation. With this view
engine manufacturers started experimenting on using computers
for the purpose of engine control.
by the onset of the decade of 1970 leading engine manufacturers
on either side of the Atlantic Ocean has started experimenting on
some form of electronic device associated with the engine control.
British engine manufacturer Rolls Royce introduced an electronic
unit, just for the purpose of monitoring the engine operation, which
was called an Engine Supervisory Unit (ESU). Then with further
Rev. 00
Oct 2006 For Training Purposes Only
Module 14 – PROPULSION
Sub Module 14.1 – TURBINE ENGINES
development they introduced a unit called Full Authority
Fuel Controller (FAFC), which had the total control of the
fuel supply to the engine combustion chamber, as per the
inputs it received.
The American manufacturers took a different approach.
They tried to increase the efficiency of the engine by
optimizing the engine operating conditions with the use of
electronics. They initially installed several electronic
amplifiers on the engine, which made fine adjustments and
refined the engine operating parameters as per the pilot
inputsand inputs from the engine such as RPM, EGT, CIT.
and thrust demand signal.
Due to the advancements made in this field of electronic
engine control, in the early 1980s the aviation community
accepted the term “Full Authority Digital Engine Control”
(FADEC) as a general term used to identify electronic
engine control systems.
The advantage of FADEC is the speed and accuracy with
which the engine is controlled. This has been found to give
significant savings in specific fuel consumption in airline
use. Further improvements has enabled the handing over
of secondary engine control functions such as engine fuel
and oil temperature, bleed valves and variable stator vanes
to the FADEC for programming and control during all
engine operating conditions.
20
14.1
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 21
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

FULL AUTHORITY DIGITAL ENGINE CONTROL

(FADEC)
Although there could be variations in the operation of FADEC
systems of different engines the basic architecture of most of
these systems are the same.
Full Authority Digital Engine Control (FADEC) is a centralized
electronic computer controlled system. It control the engine fuel
flow (thrust) and most or all other systems associated with the
engine operation within the safe margins at all operating
conditions of the engine in the most efficient manner according to
the inputs in to the system and information the system has in it’s
memory. The inputs FADEC receive are from the,
- Human / auto pilot
- Aircraft systems
- Atmospheric conditions
- The engine itself
This system also carry out the functions of monitoring engine
parameters. It generate or assist to generate cautions and
warnings in the cockpit if an engine parameter drift towards or
exceed the parameter limits. FADEC also transmit engine
parameter values for the usage of other aircraft computers and
systems.

Rev. 00 22
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 23
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

FADEC COMPONENTS AND THEIR FUNCTIONS If at any time the control channel was identified as
defective, the control of the engine will be handed over to
The primary component in the FADEC system is an Engine the monitor channel, thus making it the control channel.
Electronic Controller (EEC). On some engines it is also called as Even if the both channels are healthy normally at every
Electronic Control Unit (ECU) or Electronic Control Box (ECB). engine start the monitor and the control channels will
This unit is shock mounted and provided with some means of switchover. On some engine models this channel
cooling. changeover takes place after the engine shutdown.
The EEC is generally a two channel digital unit, which use two
high integrity computers as two channels. The two Channels are
generally identified as Channel A and Channel B. Each Channel is
supplied with identical inputs from aircraft and FADEC system
sources. Thus each Channel can monitor and control the
operation of the engine and transmit engine data to the aircraft. At
any moment of engine operation, one channel is the monitor
computer while the other Channel is the control computer. The
control computer can access the input and the output interfaces of
the monitor computer. This is so that it can stay in control if a
related input or output becomes defective. A failure such as the
failure of the control computer circuits causes control to be given
to the monitor computer.
In each channel there are two central processing units (CPU).
One is the control CPU and the other is the monitoring CPU. Both
these CPUs receive same inputs and carry out the same
calculations, but only the control CPU output is sent out as an
engine controlling command. The outputs of both CPUs are sent
to a comparator, which compares the two outputs. If the two
outputs dose not match then the particular channel is declared as
unserviceable.

Rev. 00 24
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 25
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

FADEC POWER SUPPLY

The primary source of electrical power for the FADEC system is
an EEC Dedicated Alternator, which is attached to the engine
gear box. Three-phase power from the alternator is regulated by a
Power Control Unit (PCU) and supplied to each channel
independently. For ground maintenance, engine start and incase
of failure of the alternator three-phase power from the aircraft
electrical system is used.

Rev. 00 26
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 27
14.1
Oct 2006 For Training Purposes Only

CATEGORY B2– AVIONICS
FUEL METERING BY FADEC
The EEC controls the flow of fuel to the combustion system by
operation of a Fuel Metering Unit (FMU), which is generally an
electro hydraulic unit. The FMU contains control valves, which are
directly controlled by torque motors, which are electrically
operated by the EEC. The EEC may control some values with the
help of solenoids.
OTHER COMPONENTS CONTROLLED BY THE FADEC
SYSTEM
- The operation of HP/ IP bleed valves
- The angular position of the Variable Stator Vanes
- The operation of the turbine case cooling or active clearance
control valves
- The operations of the air-cooled oil cooler/ fuel-cooled oil
cooler to control and maintain oil and/or fuel temperature.
- The hydraulic/pneumatic operation of the thrust reverser
Rev. 00
Oct 2006 For Training Purposes Only
Module 14 – PROPULSION
Sub Module 14.1 – TURBINE ENGINES
DATA ENTRY PLUG
The function of the Data Entry Plug (DEP) is to supply the
engine related data (in coded form) for EEC operation. This
data is used by the EEC to calibrate the performance of the
engine in relation to:
- The engine type
- The engine manufacturers type test
- The aircraft operation.
- Engine rating
The DEP is only programmed with the applicable data for
the particular engine on which it is installed. It is possible to
alter the operating characteristics such as the flat rating of
the engine by reprogramming the DEP. If removed it must
not be installed on to a different engine unless it is
reprogrammed for that particular engine. Thus to prevent
easy removal of the DEP (and possible incorrect installation
to a different engine) it is generally, permanently attached
to the engine with a lanyard and considered as a part of the
engine.
28
14.1
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 29
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

FADEC INTERFACE UNIT

The data transmission between the aircraft systems and the
FADEC system is achieved through an interface unit. On some
engines this unit may be designed to perform some secondary
functions (such as vibration monitoring) other than being just the
interface. by having such an interface it is possible,
- To centralize the data transfer between the EEC and the
aircraft
- To standardize the EEC data transfers and make it
compatible with the aircraft computers
- To perform secondary functions such as vibration monitoring,
starter and /or ignition power supply control

Rev. 00 30
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

Rev. 00 31
14.1
Oct 2006 For Training Purposes Only
 Module 14 – PROPULSION
CATEGORY B2– AVIONICS Sub Module 14.1 – TURBINE ENGINES

STUDENT NOTES

Rev. 00 32
14.1
Oct 2006 For Training Purposes Only