PRATT & WHITNEY CANADA

MAINTENANCE MANUAL
MANUAL PART NO. 3034342

LIST OF EFFECTIVE PAGES

CHAPTER
SECTION PAGE DATE
LEP 1 Nov 05/99
2 blank Nov 05/99

Contents 1 Nov 05/99

2 blank Nov 05/99

73-00-00 1 Nov 05/99

Description and 2 Nov 05/99
Operation 3 Nov 05/99
4 blank Nov 05/99
5 Nov 05/99
6 Nov 05/99

Page 1/2
73-00 LEP Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

TABLE OF CONTENTS
SUBJECT PAGE

ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION 73-00-00

1. Description 1

2. Operation 1

A. Engine Starting 1

B. Speed Setting and Governing 5

C. Acceleration Control 5
D. Deceleration 5

E. Power Turbine Limiting 6

F. Engine Shutdown 6

Page 1/2
73-00 CONTENTS Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION

1. Description (Ref. Fig. 1)

The fuel system consists of an oil-to-fuel heater, fuel pump, fuel control unit, flow divider and
dump/purge valve, dual fuel manifold with nozzles, fuel drain valves and interconnecting
pneumatic control lines. For purposes of description and operation, the system also includes
the propeller governor power turbine governing section, although further information
relating to the propeller governor is contained in Chapter 61. On certain airframe installations,
line adapters are provided to accommodate airframe-supplied fuel flowmeter and/or
temperature sensing equipment.

The fuel pump delivers fuel to the fuel control unit (FCU), which determines the correct fuel
schedule for engine steady state operation, both with and without power augmentation
and acceleration. The flow divider supplies the metered fuel flow to the fuel manifolds as
required. Full propeller control during forward and reverse thrust operation is provided by a
governor which incorporates a propeller governing (CSU) section, a reversing (Beta) valve and
a power turbine governing (Nf) section. The Nf governing section provides power turbine
overspeed protection during normal operation. During reverse thrust operation, the propeller
governing section is inoperative and control of power turbine speed is accomplished by
the Nf section.

In the following text, references to various control levers and cockpit quadrant markings are
generalized since there is no pattern of consistency among various airframe
manufacturers. For instance, ‘‘fuel condition lever’’ may be called ‘‘fuel shut-off lever’’, or
‘‘GROUND-IDLE’’ may be labelled ‘‘MINIMUM GOVERNING SPEED’’. For individual engine
operating procedures, speeds, markings and item names on specific airframe installations,
refer to the aircraft operating manual.

2. Operation (Ref. Fig. 2)

A. Engine Starting

The engine starting cycle is initiated with the engine power control lever placed in the
IDLE position and the fuel condition lever in CUT-OFF. Starter and ignition are switched
ON and, as gas generator passes through minimum ignition speed, the fuel condition
lever is advanced to the GROUND-IDLE position. Following ignition, the engine
accelerates to idle speed.

During the start sequence, the fuel flow valve is in minimum flow position, the minimum
pressurizing valve is closed and the pump unloading valve is closed. As the
compressor rotor accelerates, the discharge air pressure (P3) increases. The increase in
pressure is sensed by the P3 sensor bellows causing the fuel flow valve to move in
an opening direction. As P3 pressure continues to increase, the metered fuel pressure
increases, the minimum pressure valve opens to allow full metered fuel to pass to the
engine. The engine accelerates to idle speed as selected by the fuel condition lever.

73-00-00 Page 1
ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

FLOW DIVIDER AND

DUMP VALVE FUEL
DRAIN VALVES UNDER

C10227

Fuel Control System Components

Figure 1

73-00-00 Page 2
ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

C10273
Fuel Control System Schematic
Figure 2

73-00-00 Page 3/4

ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

B. Speed Setting and Governing

When the power lever is advanced to select an increased gas generator speed (Ng), the
angular motion of the lever is transformed through a gear into rotational movement of
the 3D cam and movement of the fuel rotor valve through the cam follower lever. The
movement of the fuel valve rotor increases the opening of the metering port and,
subsequently, the fuel flow and gas generator speed.

The flyweight governor is the feedback element of the speed select system and controls
the ‘‘on-speed’’ condition by controlling the metering port opening through the 3D cam
and cam follower lever. The servo system consists of a fixed piston within the cam which
allows fuel delivery pressure (P1) applied at the top of the piston to be bled through
an orifice to the lower cavity. The flyweight governor regulates the differential pressure
between the two cavities and, consequently, the cam position by bleeding lower cavity
servo pressure as required to maintain the selected speed.

As gas generator speed increases, the resulting increased force of the governor
flyweights compresses the governor feedback spring and closes the governor pilot
valve. This results in an increased servo pressure, forcing the 3D cam downward to a
position where the forces of the spring, pressure and flyweights reach equilibrium. In turn,
this downward movement of the 3D cam is transformed into a movement of the fuel
valve rotor until a valve opening is achieved corresponding to the fuel flow required to drive
the gas generator at selected speed.

C. Acceleration Control

The required acceleration schedule is achieved by controlling the increase in fuel flow
as a function of P3. The pneumatic section of the fuel valve performs this function by
controlling the rate of metering port opening which is proportional to the change in
pressure differential between the upper and lower cavities of the fuel valve. The fuel valve
rotor allows fuel pump pressure (P1) to be bled to the lower cavity of the cylinder
through an orifice. The movement of a hat valve linked to an evacuated bellows chamber
is proportional to P3 and controls the differential pressure by regulating the bleed flow
through a second orifice in the center of the fuel valve rotor. Desired speed change is
accomplished by the power lever which determines rotational position of the 3D cam.
When the power lever is advanced, positions of cam followers are changed, causing the
fuel valve rotor to approach the hat valve seat, decreasing the cavity pressure
differential. This results in a reduction in fuel valve speed relative to hat valve speed (or
rate of fuel flow relative to engine response measured in terms of P3) thus maintaining
the desired acceleration schedule.

D. Deceleration

When the engine power control lever is retarded, position of cam followers is changed
causing the fuel valve rotor to move away from the hat valve, increasing fuel bleed through
the rotor valve center orifice (reducing fuel flow through the metering port) and
increasing the cavity pressure differential. The bellows chamber expands, moving the
hat valve closer to the fuel valve rotor, reducing fuel bleed through the fuel rotor center
orifice until new equilibrium is reached and the engine decelerates to the speed set
by the power lever.

73-00-00 Page 5
ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION Nov 05/99
 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

E. Power Turbine Limiting

The Nf governing section of the propeller governor senses Py pressure via an external
line from the computing section of the FCU. If a power turbine overspeed should occur
during forward thrust operation, the Nf governing orifice is opened by the governor
flyweights and lever movement, to bleed off Py pressure. This decrease in Py pressure
at the computing section of the FCU causes the metering valve to move in a closing
direction, thus reducing fuel flow and, in consequence, Ng and Nf.

F. Engine Shutdown

The integral cutoff valve in the FCU provides a positive means of shutting off fuel flow to
the engine. During operation of the engine, the valve is fully open and offers no
restriction to metered fuel flow to the engine. Shutdown is accomplished by moving the
fuel condition lever in the cockpit to CUT-OFF. Fuel is then returned to the fuel
pump inlet via the internal bypass passages and ports in the FCU and fuel pump. Fuel
in the manifolds is drained overboard or to an airframe mounted collector tank as
applicable, via the dump ports in the flow divider and dump valve. Alternatively, the flow
divider and purge valve uses compressed air from an airframe mounted accumulator
to flush residual fuel from the manifolds into the combustion chamber where it is burned.

73-00-00 Page 6
ENGINE FUEL AND CONTROL - DESCRIPTION AND OPERATION Nov 05/99