PART-66 SYLLABUS LEVELS

CERTIFICATION CATEGORY ¦ A1 B1

Sub-Module 14
ENGINE INDICATION SYSTEMS

ENGINE INDICATION
Knowledge Requirements

SYSTEMS
15.14 - Engine Indication Systems
Exhaust Gas Temperature/Interstage Turbine Temperature; 1 2
Engine Thrust Indication: Engine Pressure Ratio, engine turbine discharge pressure or jet pipe
pressure systems;
Oil pressure and temperature;
Fuel pressure and flow;
Engine speed;
Vibration measurement and indication;
Torque;
Power.

Level 1 Level 2
A familiarization with the principal elements of the subject. A general knowledge of the theoretical and practical aspects of the subject
and an ability to apply that knowledge.
Objectives:
(a) The applicant should be familiar with the basic elements of the Objectives:
subject. (a) The applicant should be able to understand the theoretical
(b) The applicant should be able to give a simple description of the fundamentals of the subject.
whole subject, using common words and examples. (b) The applicant should be able to give a general description of the
(c) The applicant should be able to use typical terms. subject using, as appropriate, typical examples.
(c) The applicant should be able to use mathematical formula in
conjunction with physical laws describing the subject.
(d) The applicant should be able to read and understand sketches,
drawings and schematics describing the subject.
(e) The applicant should be able to apply his knowledge in a practical
manner using detailed procedures.

Module 15 - Gas Turbine Engine 14.1

ENGINE INDICATING SYSTEMS

EXHAUST GAS TEMPERATURE

INDICATOR (EGT)
E x haust gas temperat u re (EGT), t u rbine in let
temperature, (TIT), turbine gas temperature (TGT), 9 10
interstage turbine temperature (ITT), and turbine outlet
8 EXH GAS
TEMP
temperature (TOT) are all relative temperatures used to 7
monitor the temperature of the exhaust gases entering
the first stage turbine inlet guide vanes. Even though 6 0
ºC x 100
these temperatures are taken at different locations on 5 1
the engine (each engine having one location), they are all 4 3 2
relative to the temperature of the gases entering the first
stage turbine inlet guide vanes.
Figure 14-1. A typical analog exhaust gas temperature gauge
Temperature is an engine operating limit and is used
to monitor the mechanical integrity of the turbines, as
well as to check engine operating conditions. Actually, Several thermocouples are used to measure EGT, TIT,
the temperature of the gases entering the first stage or any of the other temperature parameters mentioned.
turbine inlet guide vanes is the important consideration, They are spaced at intervals around the perimeter of
since it is the most critical of all the engine variables. the engine turbine casing or exhaust duct. The tiny
However, it is impractical to measure turbine inlet thermocouple voltages are typically amplif ied and
temperature in most engines, especially large engines. used to energize a servomotor that drives the indicator
Consequently, temperature thermocouples are inserted pointer. (Figure 14-2) Gearing a digital drum indication
at the turbine discharge, where the temperature provides off of the pointer motion is common.
a relative indication of that at the inlet. Although the
temperature at this point is much lower than at the The EGT indicator shown is a hermetically sealed unit.
inlet, it provides surveillance over the engine's internal The instrument's scale ranges from 0 °C to 1 200 °C,
operating conditions. Several thermocouples are usually with a vernier dial in the upper right-hand corner and
used, that are spaced at intervals around the perimeter of a power off warning flag located in the lower portion
the engine exhaust duct near the turbine exit. The EGT of the dial.
indicator in the flight deck shows the average temperature
measured by the individual thermocouples. (Figure 14-1) A TIT indicating system provides a visual indication
at the instrument panel of the temperature of gases
entering the turbine. Numerous thermocouples can be

10 11
9 0
8
6 2
7
4
6
CX 100 0
5
1
4 2
3

A CR
D
M
A
P AL
C 115 V.A.C. Bus Chromel
Indicator
Alumel
Turbine Outlet Circuit Breaker

Figure 14-2. A typical exhaust gas temperature thermocouple system.

14.2 Module 15 - Gas Turbine Engine

used with the average voltage representing the TIT. motor also drives the feedback potentiometer to provide
Dual thermocouples exist containing two electrically a humming signal to stop the drive motor when the
independent junctions within a single probe. One set of correct pointer position, relative to the temperature
these thermocouples is paralleled to transmit signals to the signal, has been reached. The voltage reference circuit
cockpit indicator. The other set of parallel thermocouples provides a closely regulated reference voltage in the
provides temperature signals to engine monitoring and bridge circuit to preclude error from input voltage
control systems. Each circuit is electrically independent, variation to the indicator power supply.
providing dual system reliability.
An over-temperature warning light in the indicator
A schematic for the turbine inlet temperature system illuminates when the TIT reaches a predetermined
for one engine of a four-engine turbine aircraft is shown limit. An external test switch is usually installed so
in Figure 14-3. Circuits for the other three engines that over temperature warning lights for all the engines
are identical to this system. The indicator contains a can be tested at the same time. When the test switch
bridge circuit, a chopper circuit, a two- phase motor to is operated, an over-temperature signal is simulated in
drive the pointer, and a feedback potentiometer. Also each indicator temperature control bridge circuit.

ENGINE INDICATION
included are a voltage reference circuit, an amplifier, a
power-off flag, a power supply, and an over temperature Digital cockpit instrumentation systems need not

SYSTEMS
warning light. Output of the amplifier energizes the employ resistance-type indicators and adjusted servo-
variable field of the two-phase motor that positions driven thermocouple gauges to provide the pilot with
the indicator main pointer and a digital indicator. The temperature information. Sensor resistance and voltage

Engine No. 1
B
Bridge
A

Thermo-
couples
0 C 1200

Digital
Indicator

Overtemp Zener
Warning Light Voltage Chopper Amplifier
Test Switch Reference

F Power
E Supply
Eng. 1 G
Overtemp R
D
Warning Light
1
Eng. 2 Power Off Warning Flag

1
Eng. 3

1
Eng. 4

Figure 14-3. A typical analog turbine inlet temperature indicating system.

Module 15 - Gas Turbine Engine 14.3

 1. 4 1. 4
EPR

3. 0 1. 8 1. 8

3. 4 1 1.02 1

2. 5 0
PRESSURE
8 FF KG/ H EGT FF KG/ H

80 0 330
°C
54 0
RATIO 6
2. 0 4
6 10 6 10
1. 2 N3 % N1 N3 %

1. 5 55.3 %
17.3
24.0 24. 0
FOB: 28000 KG

A. An analog EPR gauge B. A digital EPR indication and other turbine engine C. Engine pressure
from a turbine engine. parameters on a cockpit digital display screen. ratio transducer.

Figure 14-4. Typical EPR indications and a ratio transducer.

values are input to the appropriate computer, where is not used as an indicator of the power produced by a
they are adjusted, processed, monitored, and output turboprop engine. Turboprops are usually fitted with
for display on cockpit display panels. They are also a torquemeter that measures torque applied to a shaft
sent for use by other computers requiring temperature turned by the gas generator and power turbines of
information for the control and monitoring of various the turbine engine. The torquemeter can be operated
integrated systems. by engine oil pressure metered through a valve that is
controlled by a helical ring gear that moves in response
ENGINE PRESSURE RATIO (EPR) to the applied torque. (Figure14-5)
INDICATOR
Turbine engines have a pressure indicator that relates This gear moves against a piston that controls the
the power being developed by the engine. It is called the opening of a valve, which controls the oil pressure flow.
engine pressure ratio (EPR) indicator or EPR gauge. This action makes the oil pressure proportional to torque
This gauge compares the engine turbine discharge being applied at the propeller shaft. Generally, transducer
pressure to the pressure of the ram air at the inlet of the is used to transfer the oil pressure into an electrical signal
engine and is considered a measure of the thrust being to be read by the flight deck instrument. The read out in
developed. With adjustments for temperature, altitude, the flight deck is normally in lb/ft of torque, or percent
and other factors, the EPR gauge presents an indication horsepower. The torquemeter is very important as it is
of the thrust being developed by the engine. Since the used to set power settings. This instrument must be
EPR gauge compares two pressures, it is a differential calibrated at intervals to assure its accuracy.
pressure gauge. It is a remote-sensing instrument
that receives its input from an engine pressure ratio
transmitter or, in digital instrument systems displays,
from a computer. The pressure ratio transmitter contains
the bellows arrangement that compares the t wo
pressures and converts the ratio into an electric signal
used by the gauge for indication. (Figure 14-4) EPR is 50
used to set power for takeoff on many types of aircraft. PSI 100
It is instrumented by total pressure pickups in the engine TORQUEMETER
150
inlet (Pt2) and in the turbine exhaust (Pt7).
0 200
TORQUEMETER (TURBOPROP
ENGINES)
Less than 15 percent of the thrust produced by a
turboprop engine is from propulsive force derived from
the jet thrust exiting the exhaust. Engine pressure ratio Figure 14-5. A typical analog torquemeter.

14.4 Module 15 - Gas Turbine Engine

TACHOMETER consulted for details of each specific tachometer system.
Gas turbine engine speeds are measured by engine rpm. A popular electric tachometer system makes use of a
The rpm of each rotating spool (compressor section/ small AC generator mounted to a reciprocating engine's
turbine combination) is measured. Most turbofan gear case or the accessory drive section of a turbine
engines have two or more spools that turn independently engine. As the engine turns, so does the generator. The
at different speeds. Tachometers are usually calibrated frequency output of the generator is directly proportional
in percent rpm so that various types of engines can to the speed of the engine. It is connected via wires to
be operated on the same basis of comparison. (Figure a synchronous motor in the indicator that mirrors this
14-6) Also, turbine speeds are generally very high and output. A drag cup, or drag disk link, is used to drive the
the large numbers of rpm would make it confusing indicator as in a mechanical tachometer. (Figure 14-7)
especially when operating different aircraft. Turbofan Two different types of generator units, distinguished by
engines with two spools or separate shafts, high pressure their type of mounting system, are shown in Figure 14-8.
and low pressure spools, are generally referred to as N1
and N2, with each having their own indicator. The main Turbine engines tachometer probes for rpm indication
purpose of the tachometer is to be able to monitor rpm provide a great advantage in that there are no moving

ENGINE INDICATION
under normal conditions, during an engine start, and to parts in the system. They are sealed units that are
indicate an overspeed condition, if one occurs. mounted on a flange and protrude into the compressor

SYSTEMS
section of the engine. A magnetic field is set up inside
Turbine engine tachometers are typically electric or the probe that extends through pole pieces and out the
probe-type. Manufacturer's instructions should be end of the probe. A rotating gear wheel, which moves at
the same speed as the engine compressor shaft, alters the
magnetic field flux density as it moves past the pole pieces
at close proximity. This generates voltage signals in coils
inside the probe. The amplitude of the EMF signals vary
0 10 directly with the speed of the engine. (Figure 14-9)
20
30
100 PERCENT 40
RPM
90 50
80 70 60

A. Pad Type B. Screw Type

Figure 14-6. A typical analog RPM gauge. Figure 14-8. Different types of tach generators.

Permanent Magnet Rotor

Stator Coil Permanent Magnet Rotor Indicating Needle
Permanent Magnet

Drive Coupling

Alternator Synchronous Motor Drag Cup Spring

Tachometer Generator Indicator

Figure 14-7. An electric tachometer system with synchronous motors and a drag cup indicator.

Module 15 - Gas Turbine Engine 14.5

 Pole Piece Electrical Connector ENGINE OIL PRESSURE INDICATOR
To guard against engine failure resulting from inadequate
lubrication and cooling of the various engine parts, the
oil supply to critical areas must be monitored. The oil
pressure indicator usually shows the engine oil pump
discharge pressure. (Figure 14-11)

ENGINE OIL TEMPERATURE

INDICATOR
Tacho Probe Axis of Polarization
The ability of the engine oil to lubricate and cool depends
on the temperature of the oil, as well as the amount of
oil supplied to the critical areas. An oil inlet temperature
indicator frequently is provided to show the temperature
Gear Wheel of the oil as it enters the oil pressure pump. Oil inlet
temperature is also an indication of proper operation of
the engine oil cooler. (Figure 14-12)

VIBRATION MONITORING
Permanent Magnet Sensing Coils Pole Pieces An engine vibration indication on a tubing engine
Figure 14-9. A tacho probe has no moving parts. The rate of magnetic aircraft is a secondary engine instrument parameter
flus field density change is directly related to the engine speed. that indicates the amount of vibration measured on
the engine low pressure rotor and/or the high pressure
The tachometer probe's output signals need to be rotor. Vibration is displayed in non-dimensional units,
processed in a remotely located module. They must may and is used for condition monitoring, identification
be amplified to drive a servo motor type indicator in the of the affected engine after foreign object ingestion,
cockpit or conditioned for digital display. They may also and detection of fan unbalance due to icing. The level
be used as input for an automatic power control system of vibration will change with engine speed. Vibration
or a flight data acquisition system. monitors in general track rotor imbalance.

FUEL-FLOW INDICATOR Modern engines equipped with vibration monitoring

Fuel-flow instruments indicate the fuel flow in pounds systems use piezo-electric sensors. A mass inside
per hour (lbs/hr) from the engine fuel control. Fuel the sensor housing impinges on the piezo causing a
flow in turbine aircraft is measured in lbs/hr instead of current flow in proportion to the vibration. This can be
gallons, because the fuel weight is a major factor in the amplified and displayed via an analog ammeter type
aerodynamics of large turbine aircraft. Fuel flow is of gauge or digitalized for indication on an EICAS or
interest in monitoring fuel consumption and checking ECAM display.
engine performance. (Figure 14-10)

In most turbine aircraft installations, the fuel f low

indicating system consists of a transmitter and an
indicator for each engine. The fuel flow transmitter is
conveniently mounted in the engine's accessory section
and measures the fuel flow between the engine- driven
fuel pump and the fuel control device. The transmitter
is an electrical device that contains a turbine that turns
faster as the flow increases, which increases the electrical
signal to the indicator. The fuel f low transmitter is
connected electrically to the indicator located on the
aircraft flight deck, or on the test cell operator's panel.

14.6 Module 15 - Gas Turbine Engine

 0
12
9 FUEL FLOW
7 1
5
3

Figure 14-10. A typical analog fuel flow gauge.

ENGINE INDICATION
SYSTEMS
Figure 14-11. A typical analog oil pressure gauge.

Figure 14-12. A typical analog oil temperature gauge.

Module 15 - Gas Turbine Engine 14.7