ASSIGMENT NO 4

1. Using the schematic of the hydro-pneumatic fuel control of from your text book, in your own
words, summarize how the

a) Fuel metering

 At the P1 which is pump pressure, the Fuel Control Unit is supplied with the fuel
  Main metering valve (9) and differential bypass valve (10) are establish the fuel
flow.
 In this system have the unmetered fuel at P1 pressure are that use to open of
the metering valve
 This system become P2 which is metered fuel pressure because the fuel
pressure, immediately after the metering valve.
 The fuel pressure differential (P1-P1) that across the metering valve are constant
as maintain differential valve.
 For meet specific engine requirement, in this system for orifice area of the
metering will change
 The output of fuel pump that exceed in requirements will be returned through
the internal passages in the Fuel Control Unit and fuel pump to the pump inlet
downstream of the inlet filter (5)
 Differential bypass valve
- Consists of sliding valve that work in a ported sleeve
- This valve moved by act of the diaphragm and spring. In operation, the
(P1-P2) which is pressure differential that working at the diaphragm are
balanced the spring force.
- To maintain the (P1-P2) differential and to bypass fuel in excess of engine
requirements, the bypass valve have always be in position.
 Relief valve (11)
- This valve are parallel to the bypass valve
- This valve are to prevent a buildup of excessive (P1) in the Fuel Control Unit.
- In this valve the spring loaded closed and remain closed except the inlet fuel
pressure (P1) overcomes the spring force and open the valve.
- When the inlet pressure is reduce quickly, the valve were closed.
 Metering Valve (9)
- Consists of a contoured needle that working in a sleeve.
- To control the flow of fuel by changing the orifice area.
- The metering valve position only that have fuel flow as a function. This is
because the differential bypass valve maintain constantly the differential fuel
pressure across the orifices regardless of variation in inlet or discharge fuel
pressure.

b) Computing

 The power lever (12) combining a speed scheduling cam which depress an
internal rod when the power is increase.
  To form the governor valve, the one end operated against an orifice and the
governor lever is pivoted.
 Enrichment lever (14)
- When have a slight movement, a gap will close and then the enrichment
lever and governor lever must move together. This situation happened
because the enrichment lever are pivot at the same point of the governor
lever. Enrichment lever also have two extensions which straddle a portion of
the governor lever.
- The fluted pin are moved by enrichment lever which operated against the
enrichment “hat” valve.
- Another smaller spring connects the enrichment lever to the governor lever.
 The speed scheduling can give tension to the governor spring (15) through the
intermediate lever which applies a force to close governor valve.
 The enrichment spring (16) are at between the enrichment and governor levers.
It’s to provide a force to open the enrichment valve.
 As drive shafts rotates, it in turn rotates a table (17) on which the governor
flyweights are mounted.
 In the inside of flyweight has small lever that contact with the governor spool.
 When the N1 increase the centrifugal loading cause flyweight are increasing the
force against the spool. When this situation happen, it tends to move spool
outward on the shaft against the enrichment lever.
 The governor valve was opened and the enrichment valve is closed when the
governor flyweight force overcomes in opposing spring force.
 Although N1 increase enough, the enrichment valve will start to close. This is to
cause the flyweight force to overcome the force of the smaller spring.
 The enrichment lever will always continue moving until the contact the governor
level at which time the enrichment valve will be fully closed. This situation
happened when the N1 continues to increase
 The governor valve will open if N1 increase to cause the weight force to
overcome the force of the larger spring. At this point, the governor valve will be
open and the enrichment valve closed.
 RPM increase when the enrichment valve closes down to keep working air
pressure fairly constant.

c) Starting control
 The starting flow control (7) in a ported housing.
 Rotational movement of input lever (26) is converted to linear movement of the
plunger via a rack and pinion
 On 45 degree and 72 degree RUN position are provided at rigging slots.
 One of these positions, depending on the installation, is used to rig the system
to the cockpit lever.
 Minimum pressurizing valve (27)
- Located at the inlet to the starting flow control
- To ensure correct fuel metering, it will maintains a minimum pressure in the
flow control unit.
- Two connection are provided to the dual manifold which interconnected
through the transfer valve (28).
- This valve allow the number 1 primary manifold to fill first for light up and
then pressure will increase in control, the transfer valve open, then allowing
fuel into the number 2 secondary manifold.
 At CUT-OFF AND DUMP position (zero degree)
- Fuel that supply to both manifold is blocked off.
- Drain port are aligned through porting in plunger with the “dump” port at
the same time when manifold block off. This situation are allowing the
residual fuel in the manifold to drain overboard.
- This situation are to prevents the fuel from boiling and forming carbon in
the system because to heat absorption.
- When engine rundown is diverted via bypass port to the fuel pump inlet, the
fuel will entering the starting flow control.

 RUN position
- Outlet port to number 1 manifold is uncovered and bypass port is
completely blocked off.
- When engine accelerate the pressure for fuel flow and manifold will increase
until the transfer valve open and the number 2 manifold fills.
 - The total flow is increase by that amount now being delivered through the
number 2 system and the engine accelerate to idle. This situation happen
when the number 2 manifold is filled.

 Beyond RUN (45 degree or 72 degree) position toward the maximum stop (90
degree)
- The starting flow control has no further effect on fuel metered to the
engine.

2. What are the advantages and disadvantages of the hydro-pneumatic fuel control units against
the hydro mechanical fuel control units.

Advantages (hydro-pneumatic control)

Disadvantages (hydro-pneumatic control)

Advantages (hydro-mechanical control)

Disadvantages (hydro-mechanical control)

 Hydro mechanical need a pilot to monitor the engine parameters