Fuel System

Fundamentals
eJAMF
Module 15.11
Gas Turbine Engine/Fuel System
ATA 73
EASA Part-66
A
EJAMF_M15.11_A_E
Issue:
21.10.2008
Author:
SwD
For Training Purposes Only
E LTT 2006
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eJAMF
Gas Turbine Engine
MODULE 15
M15.11 FUEL SYSTEM
FOR TRAINING PURPOSES ONLY!
M15 GAS TURBINE ENGINE
HAM US/F
SwD
APR 15, 2008
ATA DOC
Page 1
eJAMF
Gas Turbine Engine
MODULE 15
ENGINE FUEL DISTRIBUTION

INTRODUCTION
On an aircraft we distinguish between the primary fuel system, which stores the
fuel and the secondary fuel system, which is on the engine. Here we will only
talk about the secondary fuel system.
One purpose of this system is to supply the fuel to the combustion chamber,
and the other main purpose is to control the quantity of fuel necessary for all
operating conditions of the engine.
The engine fuel system can be split into 2 subsystems: the fuel distribution
subsystem and the fuel control subsystem.
The engine fuel distribution subsystem has 3 main tasks:
S First it has to safely supply the fuel from the aircraft fuel system to the
combustion chamber.
S The second task is to pressurize the fuel sufficiently so that it can be
vaporized in the combustion chamber.
S The third task of the distribution system is to heat the fuel. This makes sure
that fuel flow to the fuel nozzles is not blocked by ice buildup.
M15.11 FUEL SYSTEMS (ATA 73)

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01|Intro/A/B1
Page 2
eJAMF
Gas Turbine Engine
MODULE 15
M15.11 FUEL SYSTEMS (ATA 73)

Figure 1
HAM US/F
SwD
APR 15, 2008
Fuel Distribution System Purpose

01|Intro/A/B1
Page 3

FUEL SYSTEMS
eJAMF
Gas Turbine Engine
MODULE 15
DISTRIBUTION LAYOUT
Here you can see a simplified engine fuel distribution system.
This system usually starts directly behind the low pressure fuel shut-off
valve. This valve feeds the fuel into the main fuel supply line, which runs
from the wing to the engine accessory gearbox where you can find the next
component of this system.
This is the low pressure fuel pump. The low pressure fuel pump increases
the fuel pressure that comes from the tank boost pumps.
The fuel from the low pressure pump then enters the oil cooler. This
component has a dual function. The cold fuel cools the oil of the engine
lubrication system and by this process the fuel is heated to a temperature
above the freezing point of water. This prevents ice particles coming from the
fuel tanks and blocking the fuel filter.
So this is the reason why the fuel filter is located downstream of the oil cooler.
It is needed to protect the following components in the engine fuel system.
The next component behind the fuel filter is the high pressure fuel pump.
This pump increases the fuel pressure to the high level needed for proper fuel
vaporization in the combustion chamber. It is always equipped with a pressure
relief valve, which protects the components in the high pressure fuel system
against overpressure.
The fuel from the high pressure fuel pump then enters the fuel control unit.
The fuel control unit meters the fuel that is needed for combustion. It is also
responsible for supply and shut-off of fuel to the fuel nozzles at the combustion
chamber.
The fuel control unit needs some of the high pressure fuel as servo pressure to
operate the internal control mechanisms. To be sure that this servo fuel is
absolutely free of ice, some engines have an additional servo fuel heater.
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02|Distribution Layout/A/B1
Page 4
FUEL SYSTEMS
eJAMF
Gas Turbine Engine
MODULE 15
Fuel Nozzles
Figure 2
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Fuel Distribution System
Page 5
eJAMF
Gas Turbine Engine
MODULE 15
Distribution Layout cont.
When the fuel leaves the fuel control unit, it has to pass through the fuel flow
transmitter. The fuel flow transmitter measures the actual fuel flow and
transmits signals to the cockpit for the fuel flow and fuel used indication.
Note, that all the components of the fuel distribution system, from the LP fuel
pump to the fuel flow transmitter, are in the area of the accessory gearbox at
the engine.
From the fuel flow transmitter the fuel is then routed to the fuel manifold,
which distributes the fuel to the individual fuel nozzles on the combustion
chamber.
FUEL SYSTEMS
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FUEL SYSTEMS
eJAMF
Gas Turbine Engine
MODULE 15
Fuel Nozzles
Figure 3
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APR 15, 2008
Fuel Distribution System
Page 7
eJAMF
Gas Turbine Engine
MODULE 15
Distribution Layout cont.
Some engines have the oil cooler downstream of the high pressure pump, as
shown in this example.
This arrangement has the advantage that it requires less external fuel lines,
because the low pressure pump and the high pressure pump are usually in one
housing, but the danger of fuel leaks in the oil cooler is much higher than in a
low pressure system.
FUEL SYSTEMS
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Page 8
eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
Figure 4
HAM US/F
SwD
APR 15, 2008
Oil Cooler in High Pressure System

Page 9
eJAMF
Gas Turbine Engine
MODULE 15
DISTRIBUTION OPERATION
When the fuel boost pumps in the tanks are on and the LP fuel shut-off valve is
open, the fuel flows from the tank to the low pressure stage of the engine fuel
pump.
This low pressure fuel pump increases the fuel pressure from the tanks up to
approximately 175 psi and supplies the fuel across the oil cooler and fuel filter
to the high pressure stage of the fuel pump.
The pressure increase by the low pressure fuel pump is necessary so that the
high pressure stage does not have to draw the fuel from the tank by suction.
The low pressure fuel pump is needed to prevent cavitation at the inlet of the
high pressure fuel pump.
At maximum engine speed the high pressure fuel pump increases the fuel
pressure to approx. 900 psi. At this pump an overpressure relief valve is
needed to prevent damage to the following fuel system components.
The overpressure relief valve usually opens when, at a malfunction, the
pressure reaches approx. 1250 psi. At this point it releases some fuel back to
the inlet port of the high pressure fuel pump.
Fuel from the high pressure fuel pump then flows to the metering section of the
fuel control unit.
Note, that the pump always supplies more fuel than is needed for combustion.
The metering section lets only the metered fuel pass to the fuel nozzles. The
fuel that is not needed returns to the fuel pump by the bypass return line.
FUEL SYSTEMS
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05|Distribution Operation/A/B1
Page 10
FUEL SYSTEMS
eJAMF
Gas Turbine Engine
MODULE 15
Fuel Nozzles
Figure 5
HAM US/F
SwD
APR 15, 2008
Distribution System Operation

Page 11
eJAMF
Gas Turbine Engine
MODULE 15
Distribution operation cont.
On some engines you find that this bypass fuel is used to cool the IDG oil
cooler, as shown in this example. When the bypass fuel passes through the
IDG oil cooler, it takes the heat from the IDG oil.
In low engine power conditions the hot bypass return fuel heats up the fuel
from the low pressure pump too much, so that the engine oil can not be cooled
sufficiently.
In this situation the bypass return fuel is fed back to the fuel tank by the fuel
recirculation system.
Some cold fuel from the low pressure stage is added to the hot bypass fuel so
that the fuel that enters the tank is not too hot.
FUEL SYSTEMS
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FUEL SYSTEMS
eJAMF
Gas Turbine Engine
MODULE 15
Fuel Nozzles
Figure 6
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SwD
APR 15, 2008
Fuel Recirculation
Page 13
eJAMF
Gas Turbine Engine
MODULE 15
HYDROMECHANICAL FUEL CONTROLS

INTRODUCTION
The fuel control unit of an engine is usually mounted to the engine fuel pump
on the accessory gearbox. On most turbofan engines the fuel control unit is a
hydromechanical component.
In a hydromechanical fuel control unit all the control functions are done by fluid
pressures and mechanical components.
The engine manufacturers use many different names for their fuel control units
to point out special tasks and capabilities of these components.
You can find names like main engine control (MEC) or fuel flow regulator, but to
avoid confusion the name fuel control unit is used throughout this lesson.
FUEL SYSTEMS
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01|Introduction/A/B1
Page 14
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Gas Turbine Engine
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FUEL SYSTEMS
Figure 7
HAM US/F
SwD
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Fuel Control Units
Page 15
eJAMF
Gas Turbine Engine
MODULE 15
Introduction cont.
There are 2 different types of fuel control units:
S speed governed fuel control units, which you usually find on older engine
types, or
S constant thrust fuel control units used on more modern turbofan engines.
Speed governed fuel control units mainly use the N2 demand signal and the N2
speed feedback signal for steady state fuel metering.
Constant thrust fuel control units use similar signals like the speed governed
fuel control units, and they additionally use thrust feedback signals like N1
speed, ambient pressure, and temperature signals.
FUEL SYSTEMS
HAM US/F
SwD
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eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
Figure 8
HAM US/F
SwD
APR 15, 2008
Types of Fuel Control Units

Page 17
eJAMF
Gas Turbine Engine
MODULE 15
Introduction cont.
You can see that this fuel control unit has many pipes and push-pull cables
connected to it. Some of them are needed to transmit the throttle demand
signal, the temperature signal, the pressure signal, and the speed feedback
signals for fuel metering, and others are needed to control the engine
compressor.
The thrust lever signal is usually a mechanical deflection of a small power lever
at the fuel control unit. This is either done by a rack and pinion transmission or
by rods and levers. The N2 speed feedback signal is usually transmitted via a
mechanical driveshaft from the main fuel pump.
Some fuel control units even get N1 speed feedback signals. This signal is a
fuel pressure signal which comes from a hydromechanical N1 speed sensor.
The temperature signals like CIT or fan inlet temperature come from
hydromechanical temperature sensors. These temperature sensors convert the
air temperatures to fuel pressure signals.
The fuel control unit receives pressure signals like CDP or ambient pressure
via air sense lines. Pressure sensors in the fuel control unit convert the
pressure signals into mechanical signals.
So in summary hydromechanical fuel control units use hydraulic, mechanical,
and pneumatic signals for their operation.
FUEL SYSTEMS
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eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
Figure 9
HAM US/F
SwD
APR 15, 2008
Signals for the Fuel Control Unit

Page 19
eJAMF
Gas Turbine Engine
MODULE 15
FUEL CONTROL UNIT ORGANIZATION
To help you to understand the operation of a fuel control unit we can split it into
2 major sections:
S the fuel metering section, and
S the computing section.
The computing section can be further split into
S a governing section, and
S a limiting section.
These 3 main sections of course are not individual chambers inside the
housing of the fuel control unit. They represent the main tasks of a fuel control
unit. These are:
S fuel metering,
S power control, and
S engine protection.
The metering section makes sure that the necessary fuel gets to the fuel
nozzles and all the fuel, that is not needed for combustion, returns to the fuel
pump.
The governing section makes sure that the selected power is controlled.
The limiting section of the fuel control unit monitors the governing section and
makes sure that the engine always operates within safe limits.
FUEL SYSTEMS
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APR 15, 2008
04|Fuel Control Unit

Organization/A/B1
Page 20
eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
Figure 10
HAM US/F
SwD
APR 15, 2008
Fuel Control Unit Organization

04|Fuel Control Unit
Organization/A/B1
Page 21

FUEL SYSTEMS
FADEC SYSTEM
eJAMF
Gas Turbine Engine
MODULE 15
FADEC SYSTEM
INTRODUCTION
The term FADEC is an abbreviation for Full Authority Digital Engine Control.
As the name indicates, in a FADEC system a digital computer has full authority
over the engine control functions. The digital computer is the heart of the
FADEC system.
It is usually named the electronic control unit (ECU) or on other engines it is
named the electronic engine control (EEC). To avoid confusion, we use the
term ECU throughout this segment.
The second main component of the FADEC system is the fuel metering unit
(FMU). This component is also named the hydromechanical unit, or HMU on
other engines. To avoid confusion, we use the term FMU throughout this
segment.
The terms FMU and HMU do not have a letter C. This indicates that the FMU
cannot control. It only receives orders from the ECU to move the fuel metering
valve.
Engines with a FADEC system do not have a hydromechanical fuel control unit
installed.
You usually find the electronic control unit on the fan stator case of the engine.
The fuel metering unit is at the same location as the fuel control unit on older
engines.
To operate correctly the electronic control unit needs the demand signal from
the thrust lever in the cockpit.
It also needs to know the engine speeds and all important air temperatures and
air pressures in the engine, and it certainly needs electrical power supply for its
operation.
This power supply either comes from the aircraft, or it can also come from a
small permanent magnet alternator on the engine accessory gearbox.
The ECU also needs a feedback signal about the opening condition of the fuel
metering valve.
HAM US/F
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01|Introduction/ALL
Page 22
eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
FADEC SYSTEM
Figure 11
HAM US/F
SwD
APR 15, 2008
ECU & FMU Location
01|Introduction/ALL
Page 23
eJAMF
Gas Turbine Engine
MODULE 15
Introduction cont.
The ECU can fulfil many tasks in addition to fuel metering and engine limit
protection.
It performs full power management and gives optimum thrust control for all
operating conditions. It also controls other engine subsystems like
S the compressor stall protection system,
S the turbine and compressor clearance control system,
S the thrust reverser system,
S the engine starting system, and
S the engine indication system.
With all the data that the ECU receives, it permanently monitors the engine
operation and the important system components and gives fault messages to
the centralized aircraft maintenance computer to indicate faulty components.
On some aircraft there are so-called engine interface units installed. These
EIUs transmit the data between the FADEC system and the aircraft. They also
control the power supply from the aircraft to the ECU.
A typical FADEC system has
S an electronic control unit,
S a fuel metering unit,
S many electrical sensors on the engine
S and many control possibilities for other engine sub systems.
The FADEC system is a centralized computer with all necessary sensors which
controls the engine and all its important sub systems.
FUEL SYSTEMS
FADEC SYSTEM
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02|Introduction/ALL
Page 24
eJAMF
Gas Turbine Engine
MODULE 15
FUEL SYSTEMS
FADEC SYSTEM
Figure 12
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APR 15, 2008
FADEC System
02|Introduction/ALL
Page 25
EJAMF M15.11 A E
TABLE OF CONTENTS
M15.11 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . .
ENGINE FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTION LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . .
DISTRIBUTION OPERATION . . . . . . . . . . . . . . . . . . . . . .
2
2
4
10
HYDROMECHANICAL FUEL CONTROLS . . . . . . . . . . . . . . . . . . . . . .

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL CONTROL UNIT ORGANIZATION . . . . . . . . . . . .
14
14
20
FADEC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
22
Page i
TABLE OF CONTENTS
Page ii
EJAMF M15.11 A E
TABLE OF FIGURES
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
1
2
3
4
5
6
7
8
9
10
11
12
Fuel Distribution System Purpose . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Cooler in High Pressure System . . . . . . . . . . . . . . . . . . . . . .
Distribution System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types of Fuel Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Signals for the Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Unit Organization . . . . . . . . . . . . . . . . . . . . . . . . .
ECU & FMU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
5
7
9
11
13
15
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23
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Page i
TABLE OF FIGURES
Page ii
TABLE OF FIGURES
Page iii
TABLE OF FIGURES
Page iv

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Fundamentals

For training purposes and internal use only.

M15.11 FUEL SYSTEM

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

M15 GAS TURBINE ENGINE

APR 15, 2008

ENGINE FUEL DISTRIBUTION

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

M15.11 FUEL SYSTEMS (ATA 73)

APR 15, 2008

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

M15.11 FUEL SYSTEMS (ATA 73)

APR 15, 2008

Fuel Distribution System Purpose

Lufthansa Technical Training

APR 15, 2008

Lufthansa Technical Training

FOR TRAINING PURPOSES ONLY!

APR 15, 2008

Fuel Distribution System

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

APR 15, 2008

Lufthansa Technical Training

FOR TRAINING PURPOSES ONLY!

APR 15, 2008

Fuel Distribution System

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

APR 15, 2008

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

APR 15, 2008

Oil Cooler in High Pressure System

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APR 15, 2008

Lufthansa Technical Training

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APR 15, 2008

Distribution System Operation

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APR 15, 2008

Lufthansa Technical Training

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APR 15, 2008

HYDROMECHANICAL FUEL CONTROLS

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APR 15, 2008

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Lufthansa Technical Training

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Fuel Control Units

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APR 15, 2008

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