Section 13 - F
Engine Electrical Systems
Section 13 - F Engine Systems
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ENGINE ELECTRICAL MONITORING SYSTEMS
Introduction
Speed Detection Principle
Many of the engine electrical circuits rely on logic gates for control and indication purposes and these are
operated by signals from either Ng or Nf or, in some cases, both. All these control signals are generated
by sensors and phonic wheels.
Permanent
Magnet Sensors
N N
A Speed Signal B Speed Signal
S S
Phonic Wheels
Figure 32 – Speed Detection Phonic Wheels
The principle of operations is as follows: -
A toothed (phonic) wheel, driven by the rotating assembly to be measured, rotates in front of a sensor,
comprising a permanent magnet and a winding.
The variations in magnetic flux, caused by the passing of the teeth, induce a sinusoidal current in the
winding, the frequency of which is proportional to the toothed wheel RPM. It is this frequency signal,
which is used as the measuring device.
A frequency voltage converter CFT (its a French thing), supplied by a DC voltage, receives the frequency
signal and outputs a control signal whose voltage is proportional to the frequency.
NG Speed Signals & Monitoring
The Ng speed signals are induced by two sensors F & F` facing the toothed wheel driven by the
accessory gearbox. The signals from F are used by the automatic starting and the bleed valve off-set
systems, whilst signals from F` are used by the Ng indicator and a Power Calculator which is discussed
later.
Nf Speed Signals and Monitoring
In the case of Nf, 3 toothed wheels on the free turbine shaft rotate in front of 3 pairs of sensors (F1, F1`,
F2, F2`, F3, F3`)
Signals from F1, F2 and F3 are used for electronic control of the engine fuel governing system.
The F1` signal supplies the Nf indicator and Power Calculator, whilst F2` and F3` are used by the over-
speed safety device. Notice there are three separate signals for engine governing (safety - as only two
are required) and that 2 signals are required for over-speed safety.
Monitoring of the Nf is by a triple indicator (Nf/Nr) on the Captains side of the instrument panel. In normal
operation the three needles are superimposed even if one engine's power varies (as the free-wheels are
engaged)
Should power fail on one engine then the Nf needle will split off from the Nr needle. See Figure 11.
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Single Ng Three Nf
Phonic wheel Phonic Wheels
Governing
System
F` F1 F2 F3
Ng Nf
F F1` F2` F3`
Nf Over-speed
Safety System
Automatic
Starting Bleed Valve
Fuel Flow Threshold Power 2nd Engine
Monitoring Offset Calculator Nf Signal
System Control
Nr Signal
Ng Gauge Nf 1 Nf 2 and Nr Gauge
Figure 33 – Engine Speed Signals
Exhaust Gas Temperature Monitoring
The exhaust gas temperature is referred to as T4. This reflects the position in the engine that
temperature is measured. It is measured between the Gas Turbine and the Free Turbine.
Four Chromel Alumel probes are inserted into the gas stream to sense temperature. The temperature
detected by these four probes is passed to the T4 indicator in the cockpit and to the ECU.
The ECU uses this information to control the Start Servo Valve during engine start. This is achieved by
the ‘T4 card’ which holds a datum T4 in memory. Up to 45% Ng this datum is 650°C and it is then
reduced by 12½°C for each 1% increase in Ng until at 65% Ng the datum is at a minimum of 400°C.
STARTING ELECTRICAL CIRCUIT
The circuit is shown schematically with all contacts in their rest position in Figure 34. Engine 1 start
system is shown and Engine 2 is identical. Some of the components involved are common to both
systems (items (1), (2), and (3) and relays 32K, 33K and 51K).
Operation During Start
When the SSL is moved into the start gate, micro switch (7) is closed. Pressing the start button allows
current to flow through Relay 49K1, to earth, via the over-speed logic board (9). Relay 49K1 is
energised and all contacts trip to their ‘work' position. Contact (a) allows a 'self-hold' current to flow
through the relay and the start button can be released. Contacts (b) and (c), supplied by the PP1 bus
bar, make the circuits to the High Energy Ignitor Units (11) and the Start Injector Electro Valve (10).
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Contact (d) makes the supply to the starter relay 31K1, which is earthed, via a contact of the safety relay
33K. The starter relay is energised, the contactor made, and the starter supplied. The S1 light
illuminates.
When the Ng reaches 45% (15,000 RPM) the logic module (8) in the engine Electronic Control Unit 36K1
breaks the supply from 1PP6 and relay 49K1 is de-energised. All contacts trip to rest position and the
services are disconnected. The S1 light goes out.
Venting
Setting the Vent switch on the 34∝ panel to 'ON' energises the starter relay 31K1 and the starter rotates.
The S1 light comes ‘ON’. Cranking is limited to a maximum of 15 seconds.
Protection Circuit
In the event of an over-current situation (>1200 amps) switch 32K will be tripped to its 'work' position,
energising the cut-out relay 33K, which cuts off the earth for the starter relay 31K1. The FAIL light will
illuminate and the S1 light will extinguish. The other contact of relay 33K will provide an earth for a ‘self-
hold’ supply and this relay will remain energised even if the fault disappears. The 'reset' push button (the
indicator lights on the 34∝ panel) will break the power supply to 33K and it will reset to ‘OFF' position.
Note – If the fault is not cleared 32K will trip again and this can not be re-set from cockpit.
A test facility exists for this protection circuit. When the test button (in the electrical compartment) is
pressed, relay 33K is energised and the FAIL light illuminates. The System must be re-set after testing.
Nf Overspeed
In the event of a free turbine over-speed (>120% Nf) logic module (9) breaks the power supply for the
start relay 49K1 and the engine cannot be restarted until the system is re-set. See the Over-speed
Protection circuit in Figure 37.
Battery Starting
The starter resistor limits the current drawn by the starter to prevent any possible overheating and
deterioration. When starting on battery, in order to reduce the discharge, only half the resistor is utilised
and this has the effect of allowing a greater current draw but for a shorter period. This has the effect of
making the starter more powerful, the starting phase is reduced and there is less discharge on the
battery.
When starting in this condition the logics L1 and L2 detect the situation and allow a power supply and
return to energise relay 51K, which in turn energises 61K. The resistor is shunted to earth from its mid
point.
When a TRU or Ground Power unit supply the aircraft, relay 51K cannot be energised and the full
resistance is in use thus prolonging the starting phase and reducing the fatigue on the starter.
Monitoring
During a start the following indications should be checked –
1. S1 or S2 light ‘ON’ when the start button is pressed with Ng and T4 rising
2. S1 or S2 ‘OUT’ at 15,000 Ng
If the FAIL light comes ‘ON’ stop the start and attempt to reset by pressing the FAIL light. If this is
unsuccessful the start should be abandoned.
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Test
Button DC Master Box
PP2
Engineering
32K
1 Use Only 1200 amps
Over-Heat
Relay
34 Alpha
Panel
2 RESET
33K
3
31K1
+ FAIL
S1 S2
31K2
4
START
1 To
ENG 1
ENG 2
P
P 5
6 49K1
Vent Switch
d
START
P ENG 1
c
P
1 b
Start
Button
11 10
36K1 6
8 No 1
Ng >45% Start
7 STARTER
a Ignitors Injector
Electro
Over-speed SSL Valve
Micro Switch
9
Engine Control Unit
51K
1 1PP5 Supplied L1 ENG 2 Starter
P START Resistor
ENG +
P
5 _
TRU1, TRU2 or
GND PWR L2
energised
37Wb
60K1
Logics L1 and L2 need to be either
both made or both unmade
Figure 34 – Start Electrical Circuit (Internal Battery Start)
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Engine Governing System
The engine Electronic Control Unit, housed in the base of the electrical cupboard, is supplied with 28V
DC from the primary and secondary bus-bars. A stand-by supply comes from the battery bus-bar (PP1).
The ECU carries out the roll of engine governing.
The main electrical supply to the governor system is from 1PP6 but this is also backed up by the supply
from PP1 (battery bus) and provides the power for the Channel Selector, Anticipator, Nf Servo System,
Starting Card, T4 Card and the Bleed Valve Card.
Should an over or under voltage occur in the main supply, lasting for more than 300 m-seconds, a relay
is tripped breaking the main electrical supply and coupling the Frequency Converter supplies to the
Channel Selector, Anticipator and Nf Servo system.
In this case the supply to the Starting, T4 and Bleed Valve cards is disconnected. The GOV light will
illuminate and it will not be possible to start the engine. The supply will remain disconnected until the
system is switched ‘OFF’. Re-setting is automatic on switch ‘ON’.
There are two reasons for the GOV light illuminating.
1. Overvoltage situation as described above.
2. Failure of one of the three Nf sensors.
To differentiate between the two, attempt to 'offset' the bleed valve. If it works, then one of the Nf
sensors has failed.
ENGINE 1 POWER ENGINE 2
TEST
OVSPD
BLEED FAIL BLEED
OVSP1 TEST OVSP2
OFFSET NORM OFFSET
V ON V ON
E FAIL E
GOV 1 START GOV 2
N S1 S2 N
T T
OFF OFF
Figure 35 - Engine Monitoring Panel
SUMMARY OF ENGINE OPERATING PRINCIPALS
Refer to Figure 36. With the engine Speed Select Levers in the ‘flight’ position, the engine ECU and FCU
are attempting to keep the Nf and hence Nr constant.
The nominal Nr is 265 RPM with a corresponding Nf of 22,850 RPM but this can vary between 255 and
270 Nr depending on the collective pitch.
GOVERNOR SYSTEM
The following are some of the signals received by the ECU -
Ng Signal A phonic wheel mounted in the front engine accessory gearbox senses rotational
speed of the gas generator and sends a speed signal to the ECU.
Nf Signal Three speed sensors detecting the rotational speed of the Free Turbine output
shaft from three phonic wheels. This information is passed to the ECU via the
NTL harness.
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Anticipator Signal An electronic signal proportional to the collective pitch is passed from the
anticipator to the ECU.
Datum Ng (PPNg) The Nf Servo Valve in the FCU modifies fuel flow through the FCU to the Gas
Generator to keep it operating at a constant RPM. This constant RPM will vary
depending on the rotor disc loading. A feedback ‘datum’ Ng signal (PPNg) is
sent from the Nf Servo Valve to the ECU.
In the ECU the ‘actual’ Ng is compared with a ‘datum’ Ng, and utilising a centrifugal flyweight governor,
the gas generator speed is maintained constant.
The ‘datum’ Ng is controlled and varied by the Nf servo valve in the FCU.
Therefore, if the Nf/Nr starts to slow below 22,850 Nf (Nominal 265 rotor RPM), the Governor senses this
via the phonic wheels and NTL harness. The governor now sends a signal to the Nf Servo Valve in the
FCU. This moves to effect a change on the ‘datum’ Ng and therefore ‘actual’ Ng. More fuel is passed to
the engine and the Gas Generator Speed increases with a corresponding increase in Nf/Nr. Thus the
ECU and FCU maintain Nf/Nr constant.
There is a continuous feedback loop between the FCU and ECU by means of the ‘PPNg signal’ and the
‘Nf Servo Control Valve Signal’.
Anticipator Input Signal
The anticipator sends a signal to the ECU to effect a change in the datum Nr and hence Nf depending on
the collective pitch setting. If the aircraft is on the ground with no collective pitch applied, the Nr will be in
the region of 255 RPM and the governing system will maintain this constant.
If the collective is raised and pitch applied, an electrical signal is sent to the ECU to increase the ‘datum’
Nr/Nf and the ECU adjusts the signal to the Nf Servo Valve. This new ‘datum’ Nf/Nr is now maintained as
described above.
Speed Signals to
Other Consumers
Ng Phonic
Wheel
Phonic Constant
22,850 rpm
Main
Gearbox
Wheels
NTL Harness
Nf Signals for
1 2 3 Engine Governor
Fuel Control
Unit Nf Servo Valve
Control Signal
Nf Servo Valve
Electronic
Control
Datum Ng Signal Anticipator
(PPNg)
Unit
Signal
Collective
Lever
Actual Ng Signal
Anticipator
Figure 36 – Engine Control Schematic
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FREE TURBINE OVERSPEED CIRCUIT
Should the engine to MGB drive coupling break, the Free Turbine, with no load on it will over-speed and
is likely to burst under the high centrifugal forces. As the pilot has no time to react before this would
occur, a safety system is built into the engine fuel control, which immediately shuts down the engine if Nf
reaches 120%. The system for Engine 1 is shown schematically in Figure 37.
General
Sensing for the over-speed is supplied by 2 of the 3 Free Turbine sensors (F2` and F3`). These sensors
send signals to the over-speed logic board on which are four logic gates (L1, L2, L3, and L4) making
contacts as shown in the diagram. (L1) and (L2) operate when free turbine speed exceeds 25% and (L3)
and (L4) operate when it exceeds 120%. Relay (S1) and their re-set relays are, in reality, one bi-stable
'flip-flop' relay. It remains energised in either direction until re-set.
Engine 2 has the same circuitry and relays and there are cross monitoring connections between the two
relay boards. The earth for the Starter relay 49K1 is obtained from the over-speed relay board.
Operation
When power is supplied from 2PP6, prior to start up, a control current is fed through contact (a) of (S1) to
bias the transistor (T) which then conducts a current from the OVSP 1 light supply to earth via logics (L1)
& (L2). The OVSP 1 light illuminates with a steady light.
Contact (c) makes the earth for the Starter relay 49K1 and contact (e) makes a cross-monitoring circuit
to Engine 2 relay board.
Relay (V1) is de-energised and it's contacts (f) & (g) are in position shown with (g) completing the cross-
monitoring circuit from Engine 2 over-speed detection logics.
On start up the OVSP 1 light will remain on steady until Nf reaches 25% (60 Nf) when logics (L1) & (L2)
open, breaking the earth, and the light extinguishes. This is a self-test to ensuring that the sensors on the
phonic wheels are serviceable. The first engine OVSP light should go out at 60 Nf and the second
engine OVSP light should also go out at 60 Nf.
In the event of an over-speed of the Engine 1 free turbine, when the sensors detect Nf >120% the logics
(L3 & L4) close. This allows a positive supply to flow through relay (V1), across through the Engine 2
relay board, and back again to earth thus energising (V1). When (V1) is energised it's two contacts trip
to their ‘work’ position. Contact (g) disconnects the cross monitoring circuit and contact (f) allows a
supply from 2PP6 to flow through relay (S1) to earth.
Relay S1 is energised and it's 3 contacts trip to their 'work' position. Contact (b) enables the supply from
2PP6 through to the Over-speed Electronic Valve in the engine fuel system, with contact (d) making the
earth return. The Over-speed Electronic Valve opens shutting off the fuel supply and the engine runs
down.
In making the earth return for the Over-speed Valve, contact (d) also earth’s the supply from the warning
light. The current now flows through an oscillator and the OVSP 1 light 'flashes'.
Contact (a) is broken and the transistor is no longer biased. Contact (c) is also broken and the Starter
relay no longer has an earth. Start is impossible. Finally contact (e) being broken interrupts the cross-
monitoring circuit. Hence, Engine 2 now can not be shut down with an over-speed fault as there is no
circuit to energise relay (V2) and hence (S2). The system will remain in this situation until it is re-set.
Re-setting
Pressing the OVSP light operates the re-set button and the re-set relay is energised tripping all contacts
of (S1) to ‘reset’ position. V1 is de-energised as the engine has stopped and Nf is no longer greater than
120%. Logics (L1and L2) are made because Nf is below 25%. Therefore the OVSP light will be ‘ON’
steady as for normal start-up. The cross-monitoring circuit is re-made, as is the Start Relay earth. A re-
light is therefore theoretically possible (if you have completely lost the plot).
Note - Once reset, the over-speed protection circuit for the other engine is now available.
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Phonic
Engine 1 Wheels
From
Engine 2
F2` F3` 36K2
Eng 2 Logics
36K1
V2
L1 L2 L3 L4
Nf >25% Nf >25% Nf >120% Nf >120%
+
S2
V1
Relay Board
OVSPD
2 ENG 1
P Start Relay
P
6 S1
49K1
e
d
34 Alpha c
Panel
b
Reset
a
S2 Over-Speed &
Drain Valve
Reset
+ OVSP1
T
Transistor
Electro
Valve
37Wb
Oscillator
Figure 37 – Engine Over-Speed System
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System Testing Before Start
The system can be tested by means of a test button and lights on the 34∝ panel, shown in Figure 35.
The test should be carried out prior to engine start.
When the over-speed test button is pressed a 'test' logic supplies two oscillators which have a frequency
greater than that of the over-speed threshold and start a sequence of resetting, over-speed logics test
and cross-monitoring check.
Correct indications are: -
1. OVSP lights should flash twice in sequence and then remain ‘ON’.
2. NORM light should illuminate.
Incorrect test indications are –
1. Amber FAIL light ‘ON’.
2. One OVSP light flashing continuously - this indicates the faulty circuit.
A further test can be carried out after pressing, to re-set, the flashing OVSP light. If fault persists
abandon any plans to start the engine.
System Testing During Start
The OVSP light should extinguish as the Nf accelerates through 60 Nr equivalent.
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INTENTIONALLY BLANK
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POWER LOSS SYSTEM
Since an engine governing system failure may result in either reduction in Ng, increase in Ng or
fluctuation of Ng with the other engine automatically compensating, it is difficult to know which engine is
faulty. Ng indications are not sufficient unless Nr varies as well.
The Power Loss System is installed in the aircraft to indicate to the pilot the faulty engine. It consists of a
Power Calculator (mini-computer) with 9 logic gates, operating through one of the warning boards
(37Wb). Four warning lights give indications to the pilot. Two on the 32∝ panel and two below the Ng
gauges.
32∝ panel - DIFF NG actuates 'ALARM'
PWR CAL actuates 'WARN'
Instrument Panel PWR 1 PWR 2
The system is coupled up to the Engine ECU and receives signal from Nr, Ng1, Ng2, Nf1 and Nf2.
The warning lights DIFF NG PWR 1 and PWR 2 are inhibited when the SSLs are in the shut-off position.
Operation
The calculator logics, shown in block diagram form in Figure 38, are based upon the simple reasoning.
If the Nr increases the faulty engine is the high power one and if the Nr decreases the lower power
engine is faulty.
The diagram is self-explanatory but following through a failure aids in understanding.
Suppose a failure of the Number 2 engine governing unit whereby the Ng rises to maximum. Number 1
engine will reduce power to compensate but the minimum power is still too high and the Nr rises.
Logic 1 will close and the DIFF NG light on 32∝ panel illuminates.
If Nr exceeds detection threshold of 285 RPM Logic 2 will close.
Logic 7 & 4 are closed as soon as the variation between engines is observed but Logic 4 is ineffective as
no circuit has been made by Logic 3.
Therefore, via Logics 2 and 7 the PWR 2 light is illuminated. This is the failed engine and the pilot can
control the fuel flow manually by the SSL.
The logic operation can be checked for other failures. The Differential Ng and Nr detection thresholds
have been set so as to illuminate the indicator lights on actual failures only.
If only the DIFF NG light illuminates then the Nr has been kept within the detection thresholds. In this
case the pilot can determine the failed engine by operating the collective pitch lever to modify the power
setting (Nr) until the appropriate PWR light comes on.
Logics 8 and 9 (Nf = Nr + 5) are included to indicate a rupture of the free turbine to MGB drive shaft. The
free turbine begins to race under no-load conditions and the PWR light will illuminate. However, the over-
speed safety circuit will have already shut down the engine.
The PWR lights will also be illuminated if there is a defect in the electronic fuel control ‘active’ system
(not the ‘redundant’ system, which only illuminates the GOV light). An active signal is one, which is
controlling the power setting of the engine.
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+
Power Calculator
Signals Received PWR CAL
Ng1 Ng2 Nf1 Nf2 Nr Test
Δ NG > 2490 RPM 1 Button
+
3 2
Nr < 250 RPM Nr > 285 RPM
4 5 6 7
Ng 1 < Ng 2 Ng 1 > Ng 2 Ng 1 > Ng 2 Ng 1 < Ng 2
9 8
Nf 1 > Nr + 5 Nf 2 > Nr + 5
+ +
Engine 1 Engine 2
Electronic Control Unit Electronic Control Unit
Power 1 Power 2
Failure Different Ng Failure
Governor 1 Governor 2
Failure Failure
Auxiliary
Warning
+ SSL 2 PCB
Fully Closed
SSL 2
Fully Closed
+ SSL 1
Fully Closed
SSL 1
Fully Closed
Throttle Quadrant
PWR 1 DIFF NG PWR 2
+ + +
Figure 38 – Power Calculator
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Testing
A Power Test push button on the 34∝ panel enables the system to be tested after both engines are
running.
Pressing the button operates the automatic test logic and the following lights are illuminated in sequence
at ¼ second intervals –
PWR CAL along with WARN
DIFF NG along with ALARM
PWR 1
PWR 2
This sequence shows a correct test. Should the Power Calculator system be faulty the PWR CAL light
will illuminate for 3 seconds only.
If the PWR CAL light illuminates in flight, the Calculator and therefore the warning lights are faulty. The
pilot should revert to conventional trouble shooting techniques. The PWR lights will still illuminate with
an active Governor System failure.
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