Topic 2.2 - Fuel System

HKAR Part 66 Cat B-1
Malaysian Institute of Aviation Technology
Topic 2
Subject 17b
Fuel Systems Topic 9

INTRODUCTION
On completion of this topic you should be able to:
1 Identify typical fuel system components and

describe systems lay-out.
2 Describe the operation of engine control and fuel

metering systems including electronic engine
control (FADEC).

FUEL CONTROL
SYSTEM OVERVIEW
A gas turbine engine fuel system includes interface with the airframe fuel
storage.
A common fuel system includes the following components:
fuel tank
boost pump
fuel flow transmitter
low pressure shut off (spar) valve
low pressure switch
fuel heater
fuel filter
high pressure fuel pump
fuel control unit
high pressure shut off valve
pressurising and dump valve
fuel nozzles
fuel pressure differential switch
AVIATION JET FUEL
Aircraft gas turbine engines are designed to operate on a distillate

(kerosene) fuel, commonly called jet fuel
JET A 1 Colour Code
Designated JET A 1
JET A 1 is colourless or straw coloured
Contains corrosion inhibitors

OVERVIEW
Refuelling Connections
Boost Pumps
Number 1 Tank Number 2 Tank Number 3 Tank

OVERVIEW
Boost Pump
Bypass
valves
Engine fuel shut off valves

Engine feed manifold
Cross feed valves
Any Engine can feed from any tank

DE FUELLING TANK 2
Manual De-fuelling valve open
Tank 2 boost
pumps ON
Tank 2 Crossfeed Valve open Fuel pumped

to truck

FUEL DUMP Refuel and Dump Manifold
Dump and
limit valves
open
Fuel exits via

Dump nozzle valve Fuel dumped overboard
through dump nozzles

BLADDER FUEL TANKS
Bladder fuel cells.
Non-self-sealing cell
Used to reduce weight
Removable
Repairable
Usually clipped into the
tank cavity
Removal and installation must be in strict accordance with the

aircraft manufacturers instructions

INTEGRAL FUEL TANKS
Integral fuel cells are usually built into the wings of the aircraft structure.
Not removable
All seams, structural fasteners

etc are sealed with fuel proof
sealant
Often referred to as a wet wing
Use only the sealers specified

in the maintenance manual

FUEL TANK FILLER CAPS
One of the most important components on an aircraft.
located on the upper surface of the wing
Some fuel tank caps are vented
Only the tank cap approved for that particular

aircraft should be used
Installed on all aircraft From a C150 to a B747
Lightning safe caps have non-conductive lanyards

to reduce the chance of arcing inside the tank
Over-wing refuelling cap shown

PRESSURE FUELLING CAP
Covers the under-wing nozzle coupling.
Some caps are vented
Only the cap approved for that particular

aircraft should be used
Installed on all large aircraft
Under-wing refuelling cap shown
Lock lever opens a vent in the cap

FUEL LINES AND FITTINGS
The plumbing in aircraft fuel systems must be constructed

of the highest quality material The metal tubing is usually made of:
Aluminium Alloy in cool low pressure
areas.
Stainless Steel in high pressure, hot or

fire hazardous areas
All aircraft metal tubing has the part

number printed along its length
Only approved tubing should used.
Fittings are either Flared or

Flareless

FLEXIBLE FUEL LINES
Flexible fluid lines are used extensively on aircraft to connect stationary parts
to moving parts and in areas of high vibration.
Flexible hose construction generally consists of an inner liner covered

with layers of reinforcement to provide strength
An outer cover to protect from physical damage
Only approved hoses should used.
Specification number printed on the outer liner
Fire proof sleeves are fitted to hoses installed on the engine.

FUEL VALVES
Selector valves are installed in the fuel system to provide
a means for shutting off the fuel flow, they may be:
Hand operated
Motor driven
Solenoid operated
Most hand and motor driven valves have

a manual open and closed lever and
indicator
Fuel Shut Off Valve
Fuel valves must also allow full flow of the fuel when open and
completely shut off the fuel when in the closed position

HAND OPERATED FUEL VALVES
Valve Open
Valve Closed
Simplest valve is the cone-type
Found on small and medium-sized aircraft
Shuts off the flow of fuel from the tanks to the engine
Brass cone is a close fit to the valve housing
Detent plate provides a positive click at the selected positions

HAND OPERATED FUEL VALVES
Poppet valves are found on small and medium-sized aircraft
Shuts off the flow of fuel from the tanks to the engine
Positive shutoff provided by spring pressure on the valve
You can feel when the valve is centred at the selected positions

SOLENOID-OPERATED
Malaysian Institute of Aviation Technology FUEL VALVES
Poppet solenoid valves are much quicker to open or close
Two solenoids, one to open and one to close the valve
Latch holds the valve open
Positive shutoff provided by spring pressure on the valve

MOTOR OPERATED FUEL
VALVES
Sliding gate is drawn to let fuel through

and shut to stop it
Used on larger aircraft
Remotely operated
Indicator shows the valve position

Fuel Shut Off Valve

FUEL PUMPS
The purpose of a fuel pump is to deliver a properly pressured,

continuous supply of fuel during engine operation.
Aircraft fuel pumps can be divided

into three groups, they are:
Auxiliary pump
Low Pressure pump
High Pressure pump

BOOST PUMP PUMPS
The most common type of auxiliary fuel pump in use in modem aircraft
is the centrifugal boost pump
Electric motor driven
A small impeller to sling fuel out

into the discharge line
Pump installed in the tank and

immersed in fuel
Not of the positive displacement

type therefore not affect by
restricting their outlet

PULSATING ELECTRIC PUMPS
Simple and inexpensive electric auxiliary

fuel pump used on light to medium aircraft
Solenoid operated plunger
Fuel transfer from chamber to chamber

is controlled by check valves
Click on graphic to view animation

VANE-TYPE FUEL PUMP
Engine or an electric motor driven

low pressure constant displacement
pump
Four steel vanes slide back and forth

in slots cut in the rotor
Relief valve regulates the pressure

output
Bypass function allows fuel to flow past

the vanes if pump fails

GEAR TYPE FUEL PUMP
Widely used on turbine engines.
Uses gear type pumping elements.
Constant displacement pump.

PLUNGER (PISTON TYPE)
FUEL PUMP
Widely used on turbine
engines.
Can either be variable

displacement or constant
displacement.
A rotor assembly is fitted with

several pistons.
The end of the pistons extend

from the cylinder block and bear
on a non-rotating camplate.

HIGH PRESSURE FUEL PUMPS
Engine driven, high pressure, constant

displacement pump
Self-lubricating, spur-gears with single or

dual elements (dual element shown)
Relief valve regulates the pressure

output
Boost element ensures a constant low

pressure head to the gear elements
Shear sections protect the engine

gearbox from damage should one or both
gear elements jam
Check valves in the outlet prevent fuel re-

circulation into an inoperative element,
Pump drive

HIGH PRESSURE PUMP &
FILTER
Engine-driven fuel pump, single element with low pressure filter
Fuel passes from the boost impeller through the low pressure filter
before entering the high pressure main gear element.

HIGH PRESSURE PUMP & FUEL
CONTROL
Engine-driven fuel pump with fuel control in tandem.

HIGH PRESSURE PUMP & FILTER
Small engine combination fuel pump and fuel control

FUEL HEATER
Some engines use the lubrication system oil cooler for heat transfer to the fuel,
while others include a separate oil or bleed air fuel heater.
Fuel is heated to prevent any water

in the fuel freezing
Ice can block the fuel filter
To avoid fuel vapour lock the heater

operation is intermittent
Opens automatically when fuel

temperature nears 0 degrees
Celsius or when filter bypass is
sensed

FUEL FILTERS
Common on small to medium aircraft
Wafers can be dismantled and cleaned
Bypass valve opens to allow fuel to bypass the filter should it become blocked
(dirty fuel is always better than no fuel)

DUAL FUEL FILTERS
Dual cleanable steel mesh and pleated filter, exploded view.
Two filter elements one coarse,

the other fine
Filters can be bypassed
Filters are cleanable

FUEL FILTER WARNING
Fuel Filter Warning Switches Bypass and Low

Pressure
Detect a differential pressure across the filter
Illuminates warning lights in the cockpit

LP FILTER WARNING SWITCHES
Impending Bypass
Bypass Warning & Differential pressure
Low Fuel Pressure Warning light Switch
Switch
FUEL OUT FUEL IN
Fuel Temperature
Transmitter
Filter Element
Filter Element Locator
Drain Valve

FUEL NOZZLES
Air Inlets
Highly polished
nozzle
Air Shroud
Fuel Inlets
Fuel nozzles (Burners), are the terminating point of the fuel system
They are located in the inlet of the combustion liner
Some mix air with fuel in correct proportions to atomise or vaporise the fuel.
Deliver a precisely patterned, highly atomized spray

SIMPLEX FUEL NOZZLES
Provides a single spray pattern
Incorporates an internally fluted spin chamber
The internal check valve prevent dribbling of fuel after shutdown.
Deliver a precisely patterned, highly atomized spray

DUPLEX FUEL NOZZLES
Provides a dual spray pattern
Incorporates two internally fluted spin chamber
Utilises a separate or integral flow divider to control primary and

secondary fuel flow.
Able to give effective atomization over a wider flow range than the
Simplex spray nozzle.

DUPLEX NOZZLES
Single-line duplex types, have one inlet port and becomes a flow divider to distribute
fuel through two spray orifices
dual line duplex types contains no flow divider separate primary and secondary fuel
Dual line duplex types utilise a separate flow divider commonly called a P&D Valve
(Pressurising and Dump Valve)

AIR BLAST FUEL NOZZLE
Can be either simplex or duplex

types
Produces finer fuel droplets
Provides better engine starts
High velocity airflow mixes with

the fuel to more completely
atomize the fuel
Utilizes a lower fuel system

working pressure

PRESSURE & DUMP VALVE
Used with a dual inlet duplex fuel nozzles
Divides the fuel flow into
Primary (Starting and idle) and
Secondary (above idle)
Dumps (drains) the fuel in the
nozzle manifold when the engine is
shut down

PRESSURE & DUMP VALVE
Spring-loaded pressurizing valve and a

dump
valve is positioned based on a control

signal
that corresponds to the power lever

position.
Upon engine shutdown, spring pressure forces the
Dump valve moves to the right
Fuel flow is shutoff
Dump port is opened
Fuel in burner manifold is drained to Drain Tank

H.P. SHUTOFF
The HP fuel shut off valve is opened to start the engine and closed to
Stop the engine
Connected to the engine start lever and has
two positions
Open allows fuel flow to the nozzles
Shutoff stops fuel flow to the nozzles
In the shut position the valve returns fuel to
the drain tank
Normally integral with the fuel control unit

DRAINS TANK
DRAIN TANK
Rolls Royce Tay
Fuel is dumped into a drain tank to reduce environmental pollution
Drained fuel is drawn back into the engine fuel system on next engine start
Some earlier tanks are drained overboard during the next flight

COMBUSTOR DRAIN VALVE
A mechanical device located in the low point of a combustion case
Closed by gas pressure within the combustor during engine operation

Prevents fuel accumulation in the combustor after a false start or
any other time fuel might tend to puddle at the low point.

FUEL CONTROLS
An engine driven accessory which can operate by mechanical, hydraulic,
, pneumatic or electronic forces
Controlled by a throttle lever in the cockpit
Maintains a correct combustion zone air- to-fuel mixture ratio of 15:1 by weight
Computes the engines fuel flow needs by monitoring signals from:
Engine RPM (Nc)
Engine air Inlet pressure (Pt2)
Compressor discharge Pressure (Ps4)
Burner Can Pressure (Pb) and
Engine Inlet temperature (Tt2)
Power (or throttle) Lever Angle (PLA A Modern Fuel Control Unit

FUEL CONTROLS
Two main types of Gas Turbine Fuel Control Units:
Hydro-Pneumatic
Hydromechanical
Hydro Pneumatic fuel control utilises a pneumatic computing section
and on common in turbo-prop engines
Hydromechanical fuel control utilises a mechanical computing section
and is common on turbo-fan and turbo-jet engines
A type of Hydromechanical fuel control is used in
conjunction with electronic fuel control units

HYDROMECHANICAL FUEL CONTROL
A typical hydromechanical fuel

control unit is divided into two
sections
fuel metering section
computing section

FUEL METERING SECTION
The primary purpose of the fuel metering is to:
meter the appropriate amount of fuel
at the correct pressure
The fuel metering section consists of:
a positive displacement fuel pump,
a main metering valve,
a pressure regulating valve.
and a fuel shutoff valve
The fuel shutoff valve is located downstream
from the main metering valve.

COMPUTING SECTION
The computing section of the fuel control

positions the metering valve to:
obtain the appropriate power output
control the rate of acceleration and deceleration
To do this, a typical computing section utilizes:
A Burner pressure sensitive bellows (Pb).
engine air inlet pressure sensitive bellows (Pt2)
a servo valve,
speed sensitive governor,

HYDROMECHANICAL ANIMATED

HYDRO PNEUMATIC
Malaysian Institute of Aviation Technology FUEL CONTROL
Has no mechanical linkage to the fuel metering valve
Utilises a pneumatic computing section that determines fuel flow rates based on:
Power lever position
Engine RPM (N1)
Compressor discharge air
(Px)
Modified CDP (Py)
Ambient Pressure
Ambient temperature

HYDRO PNEUMATIC
Malaysian Institute of Aviation TechnologyFUEL CONTROL
Deceleration shown
Power lever moved to idle
Governor valve opened to bleed off

Py pressure
Enrichment valve opens to maintain

Px in bellows chamber
Deceleration bellows expands
Metering valve linkage moves to

close the fuel metering valve
The engine decelerates

ELECTRONIC ENGINE CONTROLS (EEC)
Modern high bypass turbo fan engines

employ electro hydromechanical and
electronic engine control systems
These systems prolong engine life, improve

reliability and save fuel
Two types of electronic engine control (EEC)

systems in use are:
Supervisory Electronic Engine Control;
Full Authority Digital Engine Control

(FADEC).

SUPERVISORY EEC
A supervisory EEC consists of an electronic control and a conventional

hydromechanical fuel control unit.
The hydromechanical fuel control unit controls most engine operations

including
Starting
Idle
Acceleration and deceleration
Shutdown
The EEC controls once the operator sets the
power lever to obtain a specific engine power setting.
As a safety feature, if a supervisory EEC should malfunction, control

automatically reverts back to the hydromechanical fuel control.

FULL-AUTHORITY EEC
A full-authority digital engine control, or FADEC, controls engine operation during

all phases of flight and feedback is provided via valves and actuators fitted with
dual sensors.
The system consists of a redundant, two-channel EEC and receives input on
engine speed (N1 and N2),
throttle lever position or angle,
aircraft altitude,
inlet air pressure and temperature,
compressor stator vane angle,
fuel flow rate,

EEC
fuel and oil temperature,
turbine exhaust pressure and temperature,
and burner pressure and bleed air status

FULL-AUTHORITY EEC
Powered by an independent engine driven alternator.
Fail safe system - any engine can power any EEC
No mechanical linkage from the engine to the cockpit
No engine rigging or trimming
Self diagnostic and defect reporting
Two redundant channels that send and receive data

FUEL CONTROL SYSTEM
OVERVIEW
Simplified fuel systems for turbo-jet engines.

ENGINE COCKPIT CONTROLS
All engine controls are pushed forward to open and pulled back to shut
Engine Start Levers
No.1 engine
No.2 engine
Thrust levers
No.1 engine
No.2 engine

FUEL CONTROL SYSTEM OVERVIEW

FUEL SYSTEM LAYOUT
Solid flow of fuel into the fuel pump is important to

ensure no interruptions in fuel to the Fuel Control Unit.
Engine Driven Fuel Pump
Produces 20% Above Fuel pressure switch illuminates an annunciator in
Engine Maximum the cockpit.
Fuel Flow Requirements.
Fuel temperature must be monitored to prevent the

Fuel
formation of ice crystals which would plug up the filters
Temperature and possibly the small passages of the FCU.
Fuel Heater Fuel Heater
Pneumatic/fuel
Hydraulic Fluid
or
Low Pressure Fuel
Fuel/Oil
Airframe Fuel Flow
Fuel
Shutoff Transmitter
Tank
Valve Pump
Fuel
Fuel
Pressure
Flow Fuel flow transmitter
may also be installed
downstream of the FCU.

SYSTEM LAYOUT
The airframe, low pressure (or boost) pumps are

mounted in the fuel tanks and provide a head of pressure
through the system.
Engine Driven Fuel Pump
Produces 20% Above These pumps have a bypass facility to allow the system
Engine Maximum
Fuel Flow Requirements.
to draw fuel if the pump is not operating.
The engine-driven, high pressure pump produces flow
Fuel
in excess of maximum engine requirements.
Temperature
Fuel Heater Fuel Heater

Pneumatic/fuel
Hydraulic Fluid
or
Low Pressure Fuel
Fuel/Oil
Airframe Fuel Flow
Fuel
Shutoff Transmitter
Tank
Valve Pump
Fuel
Fuel
Pressure
Flow
Fuel flow transmitter may also be installed downstream of the FCU.

FUEL PUMP BYPASS
Internal bypass valves

allow fuel to continue
flowing to the engine in
case of:
boost stage failure;
heater blockage;
filter blockage.
In smaller engines, the fuel
pump is mounted to the
accessory gearbox and the
FCU mounted on the fuel
pump,

FUEL FILTER - LOCATIONS
Usually, there is a low pressure coarse-mesh filter between the supply tank and the
engine.
Then, there is a fine-mesh filter between the HP fuel pump and the FCU metering
valve.
The fine filter must be capable of removing particles measuring as small as 10 microns,

FUEL BYPASS
Filter assemblies are often

equipped with a bypass
valve that will open in the
event of a filter clog.
In some cases a manual
(DPI) indicator or electrical
signal is produced when this
event happens.

FCU SCHEMATIC
The high pressure (HP) shut off

valve is usually integral with the
fuel control unit (FCU).
It is used to give a positive shut

off of the fuel line from the FCU to
the fuel burner nozzles.
This arrangement keeps the fuel

control passages full of fuel when
the engine is shut down.
This keeps the FCU internally

lubricated and assists positive
fuel flow on next engine start.

H.P. SHUTOFF
The HP shut off valve may be

connected directly to the engine
power lever.
This lever then has two functions,

power and shutoff.
More commonly, there will be a

separate power or thrust lever,
plus a shutoff or start lever.
On turbo propeller aircraft, the HP

shut off valve is normally
connected in conjunction with the
propeller feather control lever.

FUEL CONTROL SCHEMATIC
Fuel Blown Back

Secondary Primary Into Combustion Chamber
Fuel Fuel
Nozzles Nozzles
Pneumatic
Engine Fuel Combustor Drain
or
Shutoff Manifold
Pressure
Pump
(HP)
Control Start/Stop/Run/Dump
& Fuel and Flow Divider EPA
Condition Collector
Valve
Lever Manual
Metered Fuel Pressure External Drain
PLA Fuel Control Unit Drain
Power Lever Angle Adjustments Non-EPA
Acceleration Minimum Maximum
Compressor
Rate RPM RPM
or Burner Fuel Pumped / Blown Back to Tank
Pneumatic Pressure External
Minimum Maximum Limiters
Flow Flow
Unmetered
Engine Fuel Pressure
External
Engine Trimming May Be
RPM Engine Driven Fuel Pump
Fuel Return to Trimming Manual or Electronic
Produces 20% Above Engine
Inlet Side of Pump
Maximum
Fuel Flow Requirements. Fuel
Low Pressure
Airframe Fuel
Shutoff Tank
Manual or Electric Valve
Pump

FUEL CONTROL SYSTEM
OVERVIEW
Fuel must be supplied and
scheduled to the engine to
facilitate:
starting;
acceleration;
constant power output
under different
atmospheric conditions;
deceleration;
shut down.

FUEL CONTROL SYSTEM
OVERVIEW
The brains of the engine fuel

supply is the fuel control
unit (FCU). A basic FCU
meters fuel to the fuel nozzle
in the combustion chamber
taking into account various
operating parameters.
The purpose of an FCU is to

maintain a correct air-fuel
ratio in the combustion
chamber despite changing
conditions and demands.

FUEL CONTROL UNIT
FUNCTIONS
Fuel Control Unit
Acceleration Minimum Maximum As part of the fuel scheduling
Rate RPM RPM function of the FCU, it supervises:
Adjust Adjust Adjust
acceleration and
Minimum Maximum
deceleration governing
Flow Flow
Adjust Adjust
(controlled overfuelling and
under fuelling);
minimum RPM control (idle

speed and shutdown);
Engine Driven Fuel Pump Bypass of
Excess Fuel
Produces 20% Above maximum RPM control
Engine Maximum to Inlet Side
(overspeed governing and
Fuel Flow Requirements. of Fuel Pump
power limiting).

FUEL CONTROL
If too much fuel is supplied to the combustion chamber,

the turbine section may be damaged by excess heat.
Too rapid acceleration may cause the compressor to

stall or surge because of back pressure from the
combustion chambers.
A rich blowout may occur when the fuel mixture is too

rich to burn.
If too little fuel enters the combustion chambers a lean

die out may occur. A lean die out is when the mixture is
too lean to burn.

FUEL CONTROL
A fuel control unit senses and

compensates for changes in
variables that affect thrust:
Compressor inlet pressure
(Pt2);
Compressor inlet
temperature (T2);
Compressor speed (RPM);
Engine burner (combustor)
pressure (Pb);
Power lever angle (PLA);
Fuel density (SG specific
gravity).

FUEL CONTROL VARIABLES
Changes in the first three variables, Pt2, T2 and RPM, coupled with compressor
efficiency, affect the total mass flow of air through the engine.
The FCU needs to know this in order to schedule more fuel if the amount of air
processed by the engine increases and vice versa.

FUEL CONTROL SYSTEM
OVERVIEW
Combustion chamber (burner)

pressure, Pb, is a reflection of
actual mass airflow in the
combustion chamber.
The FCU needs to know this to

maintain the 15:1 air-fuel ratio.

FUEL CONTROL
Power lever angle is the prime

method of transmitting power
requirements from the cockpit to the
FCU. The FCU is signalled, either by
mechanical input or by electrical
signal.
Specific gravity adjustment is a

means of resetting an internal valve
within the fuel control when an
alternate fuel is used.

METERED FUEL
When the parameters are summed in the FCU, by mechanical or electronic means,
a fuel output is sent to the fuel nozzles in the combustion chamber.
The fuel has been metered to the flow rate and pressure required by the engine.

FUEL CONTROL
UNITS
There are four generic types of fuel

control unit:
hydromechanical;
hydropneumatic;
electro - hydromechanical;
electronic.

HYDROPNEUMATIC FUEL
CONTROL

HYDROPNEUMATIC FUEL
CONTROL FUNCTIONS AND INPUTS

A hydropneumatic fuel control
provides: POWER
LEVER
IDLE MAX
RPM control;
SPEEDER SPRING
acceleration and INLET AIR TEMPERATURE

DECELERATION BELLOWS GOVERNOR BELLOWS
MAXIMUM FLOW STOP
deceleration control; SENSOR
G OV E RNO R VA LV E
Py
OPEN
BI METALLIC METERING VALVE
FLYWEIGHTS
DISCS
minimum and maximum
CLOSED
FUEL TO ATOMISERS
AIRFLOW
flow control.
RPM GOVERNOR
It has inputs of: COMPRESSOR OUTLET PRESSURE Pc

Px
MINIMUM FLOW
ACCELERATION BELLOWS STOP
BYPASS AND
RPM command; FUEL IN

PRESSURE
REGULATING
VALVE
PUMP
actual RPM;
inlet temperature (T2);
compressor outlet
pressure,

HYDROPNEUMATIC FUEL
CONTROL BYPASS
The fuel pump supplies more fuel than is required and a bypass valve returns
excess back to the pump inlet.
Therefore, fuel flow is controlled only by metering valve position,

HYDROPNEUMATIC CONTROL ON
SPEED RPM
RPM is the primary control parameter. Compressor discharge

pressure and inlet air temperature are secondary parameters.
Together they control the metering valve via a servo bellows assembly.

HYDROPNEUMATIC
ACCELERATION
System design ensures that increasing fuel flow matches

increasing airflow through the engine and that acceleration takes
place without risk of stall or surge. When the desired RPM is
reached, the governor again maintains on speed RPM,

HYDROPNEUMATIC DECELERATION
The bi-metal discs are a typical means of sensing

inlet duct temperature. They control a metering device
which affects pressures Px and Py.

HYDROPNEUMATIC FUEL CONTROL
INPUTS
A typical fuel control unit:
fuel in;
metered fuel out;
Tt2 input;
Ps4 input;
N2 drive input.
When removing the FCU,

the Tt2 sense line and
probe remains connected
to the unit,

HYDROMECHANICAL
HYDROMECHANICAL FUEL CONTROL FUEL
CONTROL
Revision 0 20/10//03 Slide 1.2.85

HYDROMECHANICAL FUEL
A hydromechanical fuel control

CONTROL
provides:
RPM control;
acceleration and
deceleration control;
minimum and maximum

flow control.
It has inputs of:
RPM command;
actual RPM;
inlet pressure (Pt2);
burner pressure (Pb).

HYDROMECHANICAL FUEL CONTROL
PRIOR TO START
Sensing barometric
pressure
closed
Valve
closed
underspeed at
start

HYDROMECHANICAL AT START

HYDROMECHANICAL

HYDROMECHANICAL ANIMATED

ELECTRO - HYDROMECHANICAL
FUEL CONTROL
The pressure regulator regulates the fuel

pressure at the fuel pump rather than the
fuel control unit.
Near full power, when predetermined TGT

and compressor speed values are
reached, the pressure regulator reduces
fuel flow to the spray nozzles by returning
increasing amounts of fuel to the fuel
pump inlet.
The fuel flow regulator in this control acts

as a hydromechanical control, receiving
signals from high speed compressor (N3),
gas path pressure (P1, P2 and P4) and
power lever position to regulate fuel flow to
the engine.
ELECTRO - HYDROMECHANICAL FUEL
CONTROL DIAGRAM

FULL AUTHORITY DIGITAL ENGINE
CONTROL (FADEC)
Full authority electronic fuel control
units use electronic devices to
sense various inputs from the
engine and cockpit to determine how
much fuel should be delivered to the
fuel nozzles.
The pilot utilises Thrust Lever

Position and either EPR or N1
(depending on manufacturer) to set
engine thrust correctly.

FULLMalaysian
AUTHORITY DIGITAL
Institute of Aviation Technology ENGINE CONTROL
(FADEC)
In Auto Thrust [ A/THR] the flight crew workload is reduced because the EEC
will automatically adjust the engine to the flight requirement
Note: The pilot always has maximum thrust available to him by pushing the
throttle levers fully forward to the stop.
FADEC ELECTRONIC ENGINE CONTROL
Reduced fuel consumption is attained

because the EEC controls the engine
operating parameters so that
maximum thrust is obtained for the
amount of fuel consumed.
Engine trimming is eliminated by the

use of full authority EEC, as the
engine fuel control system has fault
sensing, self testing and correcting
features designed into the EEC.
The only adjustments that are carried

out by the maintainer is specific
gravity, idle RPM and changing
engine ratings for different airframe
installations.

AUTO THROTTLE

FADEC ELECTRONIC FUEL
CONTROL DIAGRAM
Revision 0 20/10//03 Slide 1.2.97

ENGINE TRIM
Engine trimming is performed to:

1. Set MIN and MAX engine parameters.
2. De-rate and flat rate engines.
Fuel Control Unit

3. Match thrust/power between engines.
4. Up-rate engines and re-establish
Acceleration Minimum performance.
Maximum
Rate RPM RPM
Adjust Adjust Adjust
External
Engine Trimming May Be
Trimming
Manual or Electronic

Flat Rated to 300C
Note: Flat Rating

decreases with
altitude
TRIM LOCATION
The idle and max RPM settings influence

the operation of the mechanical governor
section.
Idle and max RPM adjustments are not the

same as the MIN and MAX flow
adjustments.
The MIN flow adjustment controls the

deceleration schedule and prevents the
metering valve from closing too much thus
prevents a lean die out.
The MAX flow adjustment controls the

acceleration schedule, prevents the
metering valve from opening too much
thus preventing a rich blow out.

MIN. & MAX. STOPS
These adjustments can be made

at the FCU.
The adjustments influence

internal cams, springs and
linkages within the FCU.
Whenever an adjustment is
made, the final adjustment must
be made in the increase
direction.

CONCLUSION
Now that you have completed this topic, you should be

able to:
1 Identify typical fuel system components and describe systems

lay-out.
2 Describe the operation of engine control and fuel metering

systems including electronic engine control (FADEC).

Copyright 2002.
This concludes Topic

2 Fuel Systems
Any Questions?

Topic 2.2 - Fuel System

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Topic 2.2 - Fuel System

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HKAR Part 66 Cat B-1

Malaysian Institute of Aviation Technology

Fuel Systems Topic 9

On completion of this topic you should be able to:

1 Identify typical fuel system components and

2 Describe the operation of engine control and fuel

A common fuel system includes the following components:

Aircraft gas turbine engines are designed to operate on a distillate

JET A 1 Colour Code

JET A 1 is colourless or straw coloured

Contains corrosion inhibitors

Number 1 Tank Number 2 Tank Number 3 Tank

Engine fuel shut off valves

Tank 2 Crossfeed Valve open Fuel pumped

Fuel exits via

Bladder fuel cells.

Removal and installation must be in strict accordance with the

All seams, structural fasteners

Often referred to as a wet wing

Use only the sealers specified

One of the most important components on an aircraft.

located on the upper surface of the wing

Some fuel tank caps are vented

Only the tank cap approved for that particular

Installed on all aircraft From a C150 to a B747

Lightning safe caps have non-conductive lanyards

Over-wing refuelling cap shown

Covers the under-wing nozzle coupling.

Some caps are vented

Only the cap approved for that particular

Installed on all large aircraft

Under-wing refuelling cap shown

Lock lever opens a vent in the cap

The plumbing in aircraft fuel systems must be constructed

Stainless Steel in high pressure, hot or

All aircraft metal tubing has the part

Only approved tubing should used.

Fittings are either Flared or

Flexible hose construction generally consists of an inner liner covered

An outer cover to protect from physical damage

Only approved hoses should used.

Specification number printed on the outer liner

Fire proof sleeves are fitted to hoses installed on the engine.

Most hand and motor driven valves have

Found on small and medium-sized aircraft

Brass cone is a close fit to the valve housing

Detent plate provides a positive click at the selected positions

Poppet valves are found on small and medium-sized aircraft

Positive shutoff provided by spring pressure on the valve

Poppet solenoid valves are much quicker to open or close

Two solenoids, one to open and one to close the valve

Latch holds the valve open

Positive shutoff provided by spring pressure on the valve

Sliding gate is drawn to let fuel through

Used on larger aircraft

Indicator shows the valve position

The purpose of a fuel pump is to deliver a properly pressured,

Aircraft fuel pumps can be divided

Low Pressure pump

High Pressure pump

Electric motor driven

A small impeller to sling fuel out

Pump installed in the tank and

Not of the positive displacement