Propulsion and Power Research 2017;6(4):253–258

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Propulsion and Power Research

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ORIGINAL ARTICLE

Study on effects of the secondary fuel manifold

unfold pressure on engine starting performance
Jianbing Cain, Gaiqi Li, Jianhua Li, Yi Hu

Aero Engine Corporation of China, Hunan Aviation Powerplant Research Institute, Zhuzhou 412002, China

Received 26 February 2017; accepted 9 May 2017

Available online 6 December 2017

KEYWORDS Abstract The fuel manifold is an import accessory through which the fuel enters in
combustor, after measuring in fuel control system. The component test results of fuel
Fuel manifold;
The primary fuel manifolds show that, when the starting fuel supply is given and the primary fuel manifold
manifold; relative unfold pressure is at constant, the adjustment of the secondary fuel manifold turn-on
The secondary fuel pressure has effects on fuel flow through the secondary fuel manifold and the time of fuel into
manifold; the combustion chamber. The verification test of the secondary fuel manifold unfold pressure
Switch pressure; influence on engine starting performance has been conducted, showing that the unfold pressure
Turbo-shaft engine variation of the secondary fuel manifold has great influence on the engine start performance.
The test research results have important guidance and reference meaning for confirming the
secondary fuel manifold unfolds pressure.
& 2017 National Laboratory for Aeronautics and Astronautics. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction
The in-service turbo-shaft engine usually supplies fuel to
the combustor by employing the fuel divider plus fuel
manifold form, and the number of the fuel manifold exerts
great influence on the engine starting [1,2]. According to
n
Corresponding author. Tel.: 86 0731 28590321.
E-mail address: caijianbing608@163.com (Jianbing Cai).
Peer review under responsibility of National Laboratory for Aeronautics
and Astronautics, China.
the present literature, the fuel manifold of some engine only
uses one manifold, like Russian TV-117BM, and some uses
two manifolds like Canadian PT6T-6 and a certain in-
service turbo-shaft engine in China. The unfold pressure of
the fuel divider connecting with the engine fuel manifolds
determines whether the fuel could pass the fuel manifold
and enter the combustor, therefore, it has significant
influences on rapid and reliable engine starting [3,4].
According to the statistics, when different turbo-shaft
engines employ dual fuel manifolds to supply fuel, the
unfold pressure of the first fuel manifold is 0.04–0.1 MPa,

2212-540X & 2017 National Laboratory for Aeronautics and Astronautics. Production and hosting by Elsevier B.V. This is an open access article under the
CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

https://doi.org/10.1016/j.jppr.2017.11.005
254
while the unfold pressure of the second one varies accord-
ing to the self-characteristics of the engines.
The relative unfold pressure of the first fuel manifold of
engine is quite low, therefore no specific research is carried
out on the first fuel manifold in this paper. This paper
focuses on the influence that the changes of the relative
unfold pressures of the second fuel manifold have on the
starting features of the engine in normal temperature and
low temperature (−20 °C) [5].
2. The operating principle of engine fuel
manifold
When the engine is at work, the fuel metered by the
measuring oil needle of the fuel measuring device in the
fuel control system would enter and burst in the fuel
atomizer in the combustor after passing the fuel divider
and the dual manifolds [6]. The oil-way of the engine is
shown in Figure 1, and the structure principle of fuel
divider is shown in Figure 2.
In starting, when the pressure of the high pressure fuel
measured by the measuring oil needle of the fuel measuring
device in the fuel control system is too low to overcome the
power of large spring in the fuel distributor, the large valve
would seal off the oil mouth of the first oil-way, so that
the fuel oil cannot enter the first oil-way of the fuel manifold.
When the high measured fuel reaches a certain flow rate, the
corresponding fuel pressure would be higher than that of
the first oil-way of the fuel divider, but lower than that of the
second the oil-way, and the fuel pressure would overcome
the power of the small spring and the friction between small
valve and big valve. Now, the fuel could pass through the first
manifold and primary atomizer, burning and speeding up the
engine, and this increase the flow rate in return [7]. The small
vale moves forward and over the second oil-way afterwards,
and the fuel enters the second fuel atomizer to burn [8], so
both primary and secondary fuel manifold are unfolded.
After the engine is started and operates above the idling
state, the fuel would burn in the fuel nozzle after passing the
first and second fuel manifolds. The available power
generated by the fuel generator would be absorbed by the
turbo-shaft in the power turbine and decelerated by the
main speed reducer in the helicopter and to drive the main
rotor and tail rotor, so as to satisfy the helicopter's power
need for fly. When the engine stops, the fuel divider would
Figure 1 Flow chart of the engine fuel system.
Jianbing Cai et al.
Figure 2 Principle of the fuel flow divider.
shut down the second and first fuel manifold successively,
and the redundant fuel would be exhausted outside the
engine by the specific fuel leaking outlet.
3. Testing situation for the fuel distribution
components of the two fuel manifolds
To obtain precisely the mathematical model when the
fuel fills the fuel manifolds, the fuel flow changes in the two
oil-ways of the fuel manifold are needed to be known when
the fuel supply for the engine is fixed [9,10]. Therefore, the
fuel divider, fuel manifold with two oil-ways and fuel
nozzle are installed in the engine and go through the fuel
flow feature testing. In the flow feature testing, the relative
unfold pressure of the first oil-way in the fuel distributor is
adjusted in a certain value, and adjusts the relative unfold
pressure of the second oil-way in three different pressure
values by adjusting the power of small spring controlling
the closing of the second oil-way of the fuel manifold in the
fuel divider, and the three design pressure values are A
MPa, A-0.02, and Aþ0.02 MPa. The distribution situation
for starting fuel oil supply in two oil-ways of fuel manifold
in the engine is obtained, and the testing results are shown
in Figure 3.
It can be seen from Figure 3, when the fuel supply for
engine start is fixed, and the relative unfold pressure of the
first oil-way in fuel distributor is unchanged, the adjustment
of relative unfold pressure of the second oil-way has no
influence on the fuel supply of the first oil-way. When the
unfold pressure of the second oil-way is low, the fuel flow
into the second oil-way is advanced, so the ignition and
combustion of fuel is earlier, leading to earlier power
generation. In addition, when the open pressure of second
oil way is above 0.264 MPa, the unfold pressure of the
second oil-way has no longer effect on the total fuel flow.
4. Mathematical model for fuel filling fuel
manifold
When the unfold pressure of the first oil-way is fixed, the
adjustment of relative unfold pressure of the second oil-way
exerts no influence on the fuel supply for starting in the first
Study on effects of the secondary fuel manifold unfold pressure on engine starting performance 255

distributor and fuel manifold, the volume of the second

fuel manifold and the volume of the seven sub-manifolds.
The mathematical model for fuel filling the second fuel
manifold is shown as following [14]:
t
ρfuel  V ¼ ∫ Sdt ð1Þ
0

Where the ρfuel is the density of fuel, and value is 0.78 ×

103 kg/h; S is the fuel flow in second fuel manifold, and the
unit is kg/h; t is the time for filling the fuel manifold, and
the unit is s.

5. Influence research on the engine starting

feature due to adjustment of the second fuel
manifold unfold pressure
To verify the influence of the unfold pressure of the
second fuel manifold on the engine starting feature, we use
the same engine, same fuel divider and fuel manifolds in the
experiment. The testing study of the secondary fuel mani-
fold unfold pressure on the engine starting performance has
been carried out at the high attitude simulation testing
platform, underling the condition of sea level static,
standard atmosphere pressure, 0 °C atmosphere temperature
and −20 °C temperature.

5.1. Test result and analysis at the condition of static

sea level, standard atmosphere pressure, and 0 °C
atmosphere temperature

It is difficult to monitor the fuel flow of the two fuel

manifolds directly, therefore the pressure of second fuel
manifold is measured, by which to indirectly obtain the
influence of unfold pressure adjustment of the second fuel
manifold on the fuel flow distribution.
Under the condition of static sea level, standard atmo-
sphere pressure, and 0 °C atmosphere temperature, the cold
engine starting tests have been conducted when the relative
unfold pressures are respectively A−0.02 MPa, A MPa and
Aþ0.02 MPa, and the results show that all the engine could
start and reach idling state successfully, and the test curves
are shown in Figures 4–7.

Figure 3 The fuel distribution under the different secondary fuel

manifold switch pressure. (a) The total fuel flow, (b) the first fuel
manifold fuel flow, and (c) the secondary fuel manifold fuel flow.

fuel manifold, so that no analysis is carried out for the fuel

filling of the first fuel manifold, but analysis has been
carried out for the fuel filling model of the second fuel
manifold [11–13].
The volume V of the second fuel manifold should include
the volume of the second inflow pipeline between Figure 4 The connection between time and Ng.
256
Figure 5 The connection between time and T45.
Figure 6 The connection between time and the secondary fuel manifold
pressure.
It can be seen from Figure 4 that when the fuel supply is
fixed, and the relative unfold pressure of the first oil-way in
fuel divider is unchanged, the higher the unfold pressure of
the second oil-way are, namely, the later the second oil-way
unfolds, the longer time the engine needs to reach certain
aim rotating speed. For example, when the relative unfold
pressures are respectively A−0.02 MPa, A MPa and
Aþ0.02 MPa, the time the engine needs to reach the 72%
target rotating speed are 39 s, 40.5 s and 41.3 s respectively.
It is analyzed that, when the unfold pressure of the second
fuel manifold is lower, fuel into combustor will be burned
earlier, and the starting process to a certain objective speed
is lower due to more energy is generated by the combustion
process.
It can be known from Figure 5 that when the fuel supply
is fixed, and the relative unfold pressure of the first oil-way
in fuel divider is unchanged, the relative unfold pressure
would exert major influence on the peak temperature for the
gas. For example, when the relative unfold pressures of the
second fuel manifold are respectively A−0.02 MPa, A MPa
and Aþ0.02 MPa, the peak temperatures for gas in engine
are respectively 81.4%, 78% and 83%. It is analyzed that,
when the unfold pressure of the second fuel flow is lower,
the corresponding gas generator rotation speed of fuel into
the second fuel manifold is lower (earlier), and the gas flow
is less due to low spool speed, leading to higher peak gas
temperature. On the contrary, when the unfold pressure is
higher, the time of fuel into the combustor is longer, so the
Jianbing Cai et al.
Figure 7 The connection between time and the primary fuel manifold
pressure.
acceleration speed is lower since less energy is converted
from combustion, again the gas temperature peak is higher
due to less gas flow rate.
It can be seen from Figure 6 that when the fuel supply for
starting is fixed, and the relative unfold pressure of the first
oil-way in fuel divider is unchanged, the relative unfold
pressure of the second oil-way changes as following:
1) The rotating speed of the gas generator changes when the
fuel enters the second fuel manifold, namely, when the
relative unfold pressure of the second oil-way is low, and
the rotating rate, corresponding to the time when the fuel
enters the second fuel manifold, of the fuel generator is
slow. When the relative unfold pressures are respectively
A−0.02 MPa, A MPa and Aþ0.02 MPa, the correspond-
ing rotating speed of the gas generate are respectively are
17.5%, 18% and 19%.
2) The rotating speed of the gas generator varies distinct
when the fuel completely fills the second fuel manifold,
namely, when the relative unfold pressure of the second
oil-way is low, the rotating speed, corresponding to the
time when the fuel completely fill the second fuel
manifold, of the fuel generator. For example, When the
relative unfold pressures are respectively A−0.02 MPa, A
MPa and Aþ0.02 MPa, the rotating speed of the gas
generate required for the fuel to fill the second fuel
manifold are respectively 31%, 33.5% and 35.3%.
3) The corresponding rotating speed span of gas generator
changes obviously for the fuel to fill completely the
second fuel manifold. For example, when the relative
unfold pressures are A−0.02 MPa, A MPa and Aþ0.02
MPa, the rotating speeds the gas generator needed for the
fuel to completely fill the second fuel manifold are
13.5%, 15.5% and 16.3%. It is analysed that, when
the unfold pressure of the second oil way is lower, the
fuel can enter the combustor earlier, thus the rotation
speed is increasing faster, and the filling fuel into the
manifold is increased, leading to less time consumption
of filling and the corresponding rotating speed span of
gas generator is smaller.
Study on effects of the secondary fuel manifold unfold pressure on engine starting performance 257

It can be seen from Figure 7 that when the fuel supply for
starting is fixed, and the relative unfold pressure of the first
oil-way in fuel divider is unchanged, the relative unfold
pressure of the second oil-way changes as following:

1) It barely exerts influence on the rotating speed of the gas

generator when the fuel enters the first fuel manifold.
when the relative unfold pressures are respectively A
−0.02 MPa, A MPa and Aþ0.02 MPa, the average
rotating rates of the fuel generate corresponding to the
time the fuel entering the fuel manifold are respectively
is about 15%.
Figure 8 The connection between time and Ng.
2) It barely has influence on the rotating speed of the gas
generator when the fuel completely fills the first fuel
manifold. For example, when the relative unfold pressure
are respectively A−0.02 MPa, A MPa and Aþ0.02 MPa,
the average rotating speed of the gas generator for the
fuel to completely fill the second manifold is are 17%.
3) It has obvious influence on the rotating speed span of gas
generator, namely, when the relative unfold pressure of
the second fuel manifold is low, the speed span
corresponding to fuel filling is small. when the relative
unfold pressure of the second fuel manifold is low, the
fuel pressure of the first fuel manifold is also low. When
the relative unfold pressure of the second fuel manifold
are respectively A−0.02 MPa, A MPa and Aþ0.02 MPa,
the rotating speed of the gas generator is about 26%, and Figure 9 The connection between time and T45.
the fuel pressures of the first fuel manifold are respec-
tively 46%, 51% and 55%.
5.2. Test result and analysis under the condition of
It is analyzed that when the relative unfold pressure of static sea level, standard atmosphere pressure, and
the second oil-way is high, the fuel enter lately into the −20 °C atmosphere temperature
engine to burn. Meanwhile the first the manifold is full
filled. Since the total fuel supply is fixed, the fuel flow When conducting verifying test on the engine, the first
distributed to the first oil-way increased slightly, which and second fuel manifolds are not modified, and the fuel
increases the fuel pressure of the first fuel manifold. pressures on of the first and second fuel manifolds are not
measured.
1) When the relative unfold pressure of the second fuel Under the condition of static sea level, standard atmo-
manifold is high, the rotating speed when the fuel sphere pressure, and −20 °C atmosphere temperature [15],
entering the second fuel manifold is high (means later the cold engine starting test is finished when the relative
in time), and the rotating speed scale of the gas generator unfold pressure are respectively A−0.02 MPa, A MPa and
needed for the fuel to fill completely the second fuel Aþ0.02 MPa. the results indicate that the engine could start
manifold is large (long in time), and the fuel entering and reach idling state successfully. The testing curves are
lately into the engine to burn, delaying the engine shown in Figures 8 and 9.
reaches the target rotating speed. It can be seen from Figure 8 that when the relative unfold
2) When the relative unfold pressure of the second fuel pressure of the second fuel manifold are respectively A
manifold is low, the fuel could enter earlier into the −0.02 MPa, A MPa and Aþ0.02 MPa, the time needed for
engine to burn. Because the rotating rate is low, the air the engine to reach 72% target gas generator rotating speed
flow in the inlet of engine is less, and the fuel are 41.1 s, 42.5 s and 43.8 s respectively.
supply is fixed, so the starting gas temperature is little It can be seen from Figure 9 that when the fuel supply for
high. starting is fixed and the relative unfold pressure of the first
3) When the relative unfold pressure of the second oil-way is oil-way in fuel distributor is unchanged, the relative unfold
high, the fuel enter lately into the engine to burn, and the pressure of the second oil-way changes as following.
time the fuel fills completely the second fuel manifold is
long, and the fuel supply is fixed, and the fuel flow 1) It has no influence on the starting time under the
distributed to the first oil-way increased slightly, which condition of −20 °C atmosphere temperature, the time
increases the fuel pressure of the first fuel manifold. is 6.3 s.
258
2) It exerts obvious influence on the peak gas temperature
when the engine starts. For example, when the relative
unfold pressure are respectively designed A−0.02 MPa,
A MPa and Aþ0.02 MPa, the peak gas temperatures are
respectively 88%, 84% and 83.5%.
It is inferred that when the relative unfold pressure of the
second fuel manifold is low, the fuel could enter earlier into
the engine. Because the rotating speed is low, and the air
flow in the inlet of the engine is less, and the fixed fuel
supply for starting leads to higher peak gas temperature.
6. Conclusions
1) The changes of relative unfold pressure in the second oil-
way exerts obvious influence on engine starting features.
When the relative unfold pressure is high, the fuel enter
lately into the engine to burn, and the accelerate rate of
Ng is lower, therefore the engine takes more time to start.
When the relative unfold pressure is low, the fuel enters
earlier into the engine to burn. Because the rotating speed
is relative low, the air flow of the engine is less, which
makes the engine exhaust temperature higher in starting.
2) In order to confirm the relative unfold pressure of the
second oil-way,many factors should be taken into con-
sideration, such as fuel supply for starting, starting time
variation within starting envelop and the gas temperature
in starting. The starting control should be stable as well
as satisfying all the performance requirement.
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