ata 73

Dornier 328DORNIER LUFTFAHRT TRAINING MANUAL

LINE /BASE MAINTENANCE

Effectivity: - FOR TRAINING PURPOSES ONLY - Page: 73-1328-100 Mod.10 Issue: 08/95 ETM/ETX

TM-Engine Fuel & Control

ATA CHAPTER 73ENGINE FUEL AND CONTROL

73-10 DISTRIBUTION 2OPERATION ............................................................................................................................................ 2

Fuel System........................................................................................................................................... 2Fuel Filter/Heater Unit .......................................................................................................................... 4Fuel Manifold Assy & Nozzles............................................................................................................. 7Fuel Drain Ejector Tank........................................................................................................................ 8

OPERATION ............................................................................................................................................ 8

73-20 CONTROLLING 9Hydro - Mechanical Fuel Control Unit (Hmu)..................................................................................... 9Hmu Eec Mode.................................................................................................................................... 10Hmu Manual Mode ............................................................................................................................. 12Fault Detection System ....................................................................................................................... 13EEC Features & TSC Features............................................................................................................ 15EEC SAFETY FEATURES................................................................................................................ 15TSC FEATURES ................................................................................................................................ 15Auto-Feather System........................................................................................................................... 16NH Overspeed Test: ............................................................................................................................ 18Engine Trim:........................................................................................................................................ 18

73-30 INDICATING 19FUEL FLOW AND TEMPERATURE................................................................................................... 19FUNCTIONAL DESCRIPTION ............................................................................................................ 19OPERATION .......................................................................................................................................... 19

Fuel Flow Primary EICAS Page ......................................................................................................... 21FUEL FILTER / PRESSURE.................................................................................................................. 22FUNCTIONAL DESCRIPTION ............................................................................................................ 22OPERATION .......................................................................................................................................... 22

Fuel -Flow / -Used / -Temperature / -Pressure and HP Filter on Fuel Page ....................................... 23Fuel Flow on Engine Page................................................................................................................... 24LP Fuel Filter on System Maintenance Page ...................................................................................... 25Fuel Flow on RMU Page 2.................................................................................................................. 26

INDEX 27

LIST OF ILLUSTRATIONS 27

Dornier 328TRAINING MANUAL DORNIER LUFTFAHRTLINE /BASE MAINTENANCE

Page: 73-2 - FOR TRAINING PURPOSES ONLY - Effectivity:Issue: 08/95 ETM/ETX 328-100 Mod.10


73-10 DISTRIBUTION

OPERATION

Fuel System

Fig. 1 Fuel System

Fuel is pumped from the aircraft fuel tanks, to the engine fuel inlet, by either the electrical fuel boosterpumps or by the ejector pumps. Fuel is introduced into the engine fuel system at the fuel heater unit.

This unit consists of a filter and a fin type heater in two integral housings. The filter housing contains abypass valve to ensure an adequate fuel flow in the event of blockage and an indicator to wam ofimpending blockage.

The heater housing is divided into two circuits. RGB lubricating oil flows through one circuit to transferheat to the fuel, which flows through the other circuit. A themnal sensor in the fuel circuit operates avalve to regulate the oil flow in order to maintain proper fuel temperature. The outlet port incorporates aswitch to operate a low pressure waming and a retum port for the fuel drain tank. Fuel transfers to the fuelpump by an extemal transfer tube.

The pump is a positive displacement type. The inlet contains a screen which, when blocked, lifts from it'sseat to allow the fuel to bypass. The fuel passes through the inlet screen and is pumped through the outletfilter by a single stage gear type pump. The outlet filter has a bypass valve to divert the fuel flow in theevent of filter blockage and an indicator to wam of impending blockage.





To maintain fuel inlet pressure, an amount of fuel is retumed from the HMU to the inlet side of the pumpthrough an ejector nozzle positioned ahead of the main inlet.

Fuel is routed between the HMU and the pump by intemal passages which are sealed by prefommedpackings.

The hydromechanical metering unit (HMU) divides the high pressure fuel between the motive flow,metered flow and bypass flow circuits. The motive flow circuit is used to drive airframe ejectors andpurge the fuel drain tank. The metered flow circuit provides fuel to the fuel nozzles. The bypass flowcircuit retums excess fuel back to the fuel pump inlet. An airframe supplied fuel flow meter measures theamount of fuel flowing through the metered flow circuit.

The flow divider splits metered fuel flow into the primary and the secondary circuits with the enginerunning. During shut down the dump valve purges remaining fuel, trapped within the manifolds, to thefuel drain tank.

The primary and secondary fuel manifolds carries fuel to the 14 fuel nozzles and in the event of adefective packing, drains fuel leakage. The fuel nozzles delivers fuel to the combustion chamber. The fueldrain tank contains fuel from the previous engine shut down and will be purged, during the next enginerun, into the low pressure fuel system at the fuel heater unit .

Types of fuel and additives

Ref.: SB20004

Use of AVGAS limited to 150 hours/TBO

Hours on AVGAS = Amount of AVGAS / average fuel consumption




Fuel Filter/Heater Unit

Fig. 2 Fuel Filter/Heater Unit

Purpose: Pre-heat the fuel to prevent ice crystal formation

Construction: Consists of a low pressure fuel filter, an impending bypass indicator,

a bypass valve (ref. fuel system), a heat exchanger,

a thermal sensor and an oil flow control valve

Operation: The heater housing has two circuits: lubricating oil and fuel.

Heat transfers from oil to fuel. A thermal sensor in the fuel circuit operates

an oil flow control valve to maintain the required fuel temperature.

Fuel out temp. below 10°C = full oil flow, max. heating

Fuel out temp. above 10°C = reduction of heat transfer

Fuel out temp. above 32°C = full bypass, no heating

Filter: 70 microns

Cleanable

Buble Point test

Impending bypass switch: Activates at 1.5 psid

Field replaceable

Bypass valve:

Opens at 3 psid





Fuel Pump

Fig. 3 Fuel Pump

Purpose: Provide high pressure fuel flow to the mechanical control unit to meet engine fuelrequirements at any operating conditions

Description: Single stage gear type pump driven by the HP rotor through the accessorygearbox. The pump incorporates a 74 micron inlet strainer with integral bypass feature, a set of spur gearsand a 10 micron outlet filter. The outlet filter is equiped with a bypass valve and an impending bypassswitch. 100% NH = 3740 PPH (TYPICAL)

Operation: Rotation of the pump gears draw the low pressure fuel through the inlet strainer.Restricton in the system causes the fuel to pressurize and flow through the outlet filter out to thehydromechanical fuel control (HMU).

When blockage of the pump inlet strainer causes a pressure drop of 1.3 psid, the strainer lift off its seatand allow fuel to bypass the strainer.

When blockage of the pump outlet filter causes a pressure drop of 25 psid, the impending bypass switchsends a warning signal. When the pressure drop reaches 50 psid the bypass valve opens and sendunfiltered fuel to the HMU.

Bypass fuel from the mechanical fuel control is returned to the inlet of the pump, through an ejectornozzle, to help maintain the inlet pressure to the pump gears.

Inlet strainer: cleanable (ELECTROSONIC)

Outlet filter: cleanable (ULTRASONIC) buble point test Buble point test:




Flow Divider Valve

Fig. 4 Flow Divider Valve

Purpose: Divides flow between primary and secondary fuel manifolds and dumps

fuel from the manifolds on shutdown

Construction: Two concentric valves spring loaded to dump position

Dump position: Purge fuel manifolds and nozzles from any remaining fuel

Prevents contamination of nozzles

Fuel returns to engine

Primary flow position: 10 psi closes dump side of primary valve

Opens flow to primary manifolds

10 nozzles begin to flow

Primary and secondary flow position:

310 psi opens secondary valve

Opens flow to secondary manifolds

14 additional nozzles begin to flow





Fuel Manifold Assy & Nozzles

Fig. 5 Fuel Manifold Assy & Nozzles

Purpose: Atomize and deliver fuel to the combustion chamber.

Construction: Primary - secondary adapters

Primary flow through center orifice

Secondary flow through annular orifice

Locating pin on adapter

Secondary adapters

Secondary flow only

Locating pin on gas generator case

Positions # 1-4-8-12

Drain manifold Prevents fuel from leaking on the gas generator case

Collects fuel manifold leakage and drains it overboard




Fuel Drain Ejector Tank

Fig. 6 Fuel Drain Ejector Tank

Purpose: Collect engine drain fuel and return it

to the fuel heater upstream of the fuel pump.

Construction: Tank

Float

Valve

Lever

Non- return valve

Ejector pump

OPERATION

Fuel drained from the nozzles raises the tank fuel level and the float rises. During its movement, the floatbody lifts the lever which unseats the valve from the plug orifice.

The fuel pressure, acting on the upper end of the orifice, together with a small depression produced by theannulus at the orifice lower end, causes a pressure drop inside the plug orifice. The pressure drop unseatsthe non-return valve, permitting fuel to flow to the ejector pump. The fuel then is drawn by the ejectorpump venturi action and returned to the engine low pressure fuel system.





73-20 CONTROLLING

Hydro - Mechanical Fuel Control Unit (Hmu)

Fig. 7 Hydro - Mechanical Fuel Control Unit (Hmu)

Features:

Provides metered flow for engine requirements

Provides motiv flow for airframe ejector boost pomps

Limits min / max fuel flow

Limits acceleration and deceleration rate

Back up Nh speed control (manual mode)




Hmu Eec Mode

Fig. 8 Hmu EEC Mode

Motive flow valve: Opens to send fuel to airframe ejector boost pumps when supply

pressure exceeds bypass pressure by 270 PSID.

High pressure relief valve: Opens at 1350 PSID to relieve excess pressure in HMU.

Power lever valve: Manually controls metering orifice A1 for "manual mode",

and rotates potentiometer for "EEC mode".

Potentiometer: Connected to power lever valve, it reads position of lever

and transmits (PLA) signal to EEC.

P3 servo: Regulates Wf/P3. Travels up and down to control fuel flow.





UP Towards min. WF stop (90 PPH). Closes windows A2 and A3.

DOWN Towards Max. WF stop (1350 PPH)Opens windows at A2 and A3.

Pressure regulating valve: Maintains pressure differential of 23 PSID between

supply pressure and regulator pressure.

Torque motor: EEC controls torque motor. Increase current Torque motor valve opens.

Decrease current Torque motor valve closes.

Enrichment solenoid: Enriches or de-enriches HMU manual schedule.

EEC on - De-enriched - Solenoid up.- Energized

EEC off - Enriched - Solenoid down.- De-energized

Min. pressurizing valve: Maintains a minimum pressure of 110 PSID in HMU before allowing

fuel flow to the engine.

Cut-off valve: Shuts off flow to the engine, by forcing min pressurizing valve to close.

Note:

EEC OFF BELOW 25% NH.




Hmu Manual Mode

Fig. 9 Hmu Manual Mode

Manual mode:

EEC off, torque motor de-energizes and closes. Enrichment solenoid de-energizes and moves down.Fixed fuel flow circuit then flows to Most Selector pushing it to the left and continuing to the pressureregulating valve. Differential pressure is now controlled via window A1 in the power lever valve.

Enrichment solenoid:

Up when EEC is on, blocking fixed fuel flow circuit to PRV, and allowing regulator pressure to controlPRV via torque motor. Should the enrichment solenoid stay up (de-enriched) during a reversion tomanual mode at take-off power, the engine would decelerate to min. flow. To prevent this, the solenoid isenriched (down) during take-off allowing the Most Selector to regulate the flow to the pressure regulatingvalve between the higher of two pressures.

As the aircraft climbs to higher altitudes and the EEC lowers the fuel flow in an effort to maintain NHconstant, it becomes possible for the Most Selector to switch from EEC regulator pressure to manualfixed fuel flow pressure. When this happens the EEC can no longer reduce the fuel to control NH sinceauthority has been switched to the manual schedule. Therefore, the enrichment solenoid must be de-enriched (up) after take-off.





Fault Detection System

Fig. 10 Fault Detection System

The control software contains various fault detection routines which allow the EEC to identify andaccommodate system faults. The built-in-test infomms the pilot of the fault by setting the fault indicator.

EEC hardware faults are detected by self test routines executed upon control initiation and at regularintervals during nommal operation. Sensor and input signal processing faults are detected by comparisonof the input data with normal operating range and rate of change limits. Discrete switch input faults areidentified by comparison logical input and output combinations.

The engine is controlled by the EEC (automatic mode) or by the pilot (manual mode) and a reversionfrom automatic to manual occurs under anyone of the following conditions:

- EEC detects a fault within itself

- EEC detects a fault in one of several components providing input pilot selection

The ENG MANUAL light illuminates whenever a reversion has taken place.

The EEC FAULT light illuminates when a fault has been detected within the EEC or within the HMUPLA system




There are two types of reversion to manual: latching and non-latching.

Latching fault:

- Once corrected, does not automatically result in the EEC resuming functioning

- The EEC must be pilot reset by cycling the 28 volts reset breaker or the ENG MANUAL switch

Non-latching fault:

- Once corrected, results in the EEC resetting itself (ENG MANUAL light OFF)

• Example: Loss of Nh signal when CLA is in feather

• EEC resets itself at engine start-up when Nh is > 25%

Minor fault:

- Fault affecting accuracy but not integrity of control system

Major fault:

- Fault affection integrity of control system

- Always revert to manual

Fail fixed:- Ensures no power loss during reversion to manual when a

minor is fault detected- Available when PLA and CLA are in the take-off range

Operation:

During takeoff, upon detection of a minor fault the EEC will freeze the torque motor current at the levelit was an instant before detection of the fault. The EEC will then revert to manual but there will be nopower loss if fault occurred in steady state.





EEC Features & TSC Features

Fig. 11 EEC Features & TSC Features

EEC FEATURES

Command the handling bleed valve.

Keeps NH constant during cruise through various ambient conditions.

Controls accel and decel rate based on Nh.

NP fuel governing functions

Maintain minimum NP at low power.

Schedule NP as a funciton of PLA in reverse.

Limits maximum NP in reverse.

EEC SAFETY FEATURES

NH overspeed protection at 103%. -> EEC switches off.

NP > 100% or NP accelerating faster than a predetermined rate, EEC will reduce fuel flow to control NPwithin 105%. -> Feature enabled when NP > 80%.

TSC FEATURES

Torque output to cockpit

Auto-feather logic




Auto-Feather System

Fig. 12 Auto-Feather System

Purpose: Detect an engine failure and signal airframe to feather

the failed engine propeller. System is used during take off only

Components: TSC reads torque from sensor and manages auto-feather logic\

Arming: Auto-feather switch ON

Both PLA's in TO range

Both torque > 50.4% (+- 5.1%)

"Ammed" light ON

Trigger: One engine torque < 19.4% (+-5.1%)

Other engine torque > 50.4% (+-5.1%)

0.5 second later "Armed" light OFF, propeller feathers,

auxiliary pump activates and local NP fuel goveming is cancelled

Disarming: Auto-feather switch OFF or

One PLA < TO range or

Both PLA's < TO range or

Both engine torque < 50.4% (+- 5.1%) or

Auto-feather triggered





Test: Both engines Nnning

CLA at MAXIMUM rpm

PLA's at flight idle

Auto-feather switch ON

A/F test switch 1 and 2 ON

"Armed" light ON

Release one A/F switch

0.5 second later "Arrned" light off, propeller feathers,

auxiliary pump activates and local NP fuel goveming is cancelled

Governing

PLA:

Position of PLA represents a certain NH speed. The EEC will vary fuel flow to maintain NH as requiredby a schedule of a rating chart.

Cancel NP(T) Governing:

-When feathering propeller NP(T) fuel governing feature must be cancelled to avoid an overtorque, sinceEEC would otherwise try and maintain a minimum NP.

NP(T) fuel governing is cancelled whenever prop is feathered by

1. Auto-feather

2. Condition lever selecting electrical feather

3. Manual selecting feather (OHP)

or

4. NPT falls below 6000 RPM (NP<30%.




NH Overspeed Test:

NH OVSPENGLH

LHFITEST

OFF

1

TEST

PLA FI

PLA FI

ENGRH

SSEC DISABLE

MADC 2

TRIM TEST

Fig. 13 LH Engine Test Panel

Checks EEC's 103% overspeed protection without running engine at high NH. When NH overspeed testswitch is on, it resets limit to 60% NH.

Engine Trim:

TEST

LOCK

AUX PUMP

ENGRH

ENGLH

RH

3 43 4

ENG-TRIM

TAB

LH

GO

ACTR

Fig. 14 RH Engine Test Panel

Purpose: 1. To establish power loss when EEC reverts to manual.

2. To eliminate throttle staggers.

Procedure:

Run engine with EEC's off. Trim switches in minimum position. Set power as recommended by MM

Remove power lever stagger by moving both power levers to mid position of stagger.

EEC on and adjust trim selectors to bring both engines to an equal power as recommended, by MM.





73-30 INDICATING

FUEL FLOW AND TEMPERATURE

FUNCTIONAL DESCRIPTION

The system indicates the fuel flow rate (consumption) and also the fuel temperature of the LH (RH)engine.

The signals supplied by the fuel flow transmitter and the fuel temperature sensor are indicated on theEICAS display.

The fuel flow transmitter is located on the right side of the engine next to the ignition exciters. The fueltemperature sensor is located on the left side of the engine on the fuel heater valve (fuel outlet).

The fuel flow and temperature indication system consists of the following main components:

- Fuel flow transmitter- Fuel temperature sensor- EICAS on the central displays.

OPERATION

Fuel supplied to the engine flows through the fuel flow transmitter. The transmitter is driven by a turbinedriver which generates torque and thus turns the measuring unit.

The fuel flow rate output-signal from the transmitter is proportional to the time displacement between twosinus pulse signals.

This generated signal is supplied for indication processing to the DAU 1 (DAU 2). Subsequently theEICAS display indicates the fuel flow rate (FF) in LBS / HR (or KG / H). The indicating range is between0 and 1 200 LBS / HR.

The fuel temperature sensor supplies resistance signals which correspond to the temperature of the fuelwhich is present at the sensor. The signal supplied to the DAU 1

(DAU 2) is indicated on the EICAS display in 0C. The indicating range between - 600C and 990C (+/-20C).




EICAS Indication MFD PAGE Indication Fault or ConditionFUEL PAGE

digital- 600 to + 990 C

whiteamber

Fuel temperature indicating LH / RH

FUEL PAGEdigital / white

0 to 1200

LBS / HR

FF LH / RH

Fuel flow indicating LH / RH

ENGINE PAGEdigital / white

0 to 1200

LBS / HR

FF LH / RH


digital / white

0 to 1200

LBS / HR

FF LH / RH






Fuel Flow Primary EICAS Page

Honeywell

MAINAHRSREF

DATAF / O

SYSTEMCAPT

SYSTEMMSG

WSHLD HEAT FAILPUSHER NO ICECHECK DU 5GPWS FAILAIR COND ONTONE GEN 1-2 FAIL END

2870 500 FF LBS / HR

FQ LBS 2870500

80.3

NH

800

ITT

80.2

NP

97.0

TQ

80.3

800

80.2

02000 CAB ALT

V / SFT FPM

NU

NDOIL

TEMPOIL

PRSS

COPY

97.0

0 °0 °

Fig. 15 Fuel Flow Primary EICAS Page




FUEL FILTER / PRESSURE

FUNCTIONAL DESCRIPTION

The system monitors the fuel pressure and also the fuel heater inlet (low pressure) and fuel pump outlet(high pressure) filter for clogging. The signals supplied by the low fuel pressure switch or by the HP- orLP - fuel warning switches are indicated on the EICAS display.

The low fuel pressure switch is located on the left side on the fuel heater. The fuel warning switches arealso located on the left side. The HP-fuel warning switch is installed on the fuel pump outlet filter and theLP fuel warning switch on the fuel heater inlet filter.

The pressure indication system consists of the following components:

- Low fuel pressure switch- HP-fuel warning switch- LP-fuel warning switch- EICAS on the central display

OPERATION

If the fuel heater inlet filter or fuel pump outlet filter is clogged, the HP-fuel warning switch or LP-fuelwarning switch installed in the bypass circuit connects ground to the DAU 1 (DAU 2). The EICASsubsequently displays caution messages.

If the fuel pressure below the minimum value (< 40 +/- 3kPa) the low-fuel pressure switch connectsground to the DAU 1 (DAU 2) and the EICAS displays caution messages.

CAS FIELD Indication MFD PAGE Indication Fault or ConditionAMBER

L / R FUEL PRSS LOWLow fuel pressure condition LH /RH

ENGINE Page

AMBER

PRSS LOW (LH) (RH)

Low fuel pressure condition LH /RH

FUEL Page

AMBER

PRSS LOW (LH) (RH)

Low fuel pressure condition LH /RH

AMBERFUEL FILT

BYPASS

Fuel filter (HP) clogged

FUEL Page

AMBER

HP FILTER (RH) (RH)

HP - fuel filter LH RH clogged

SYS MAINT

AMBER

L R LP FILTER

LP - fuel filter LH RH clogged





Fuel -Flow / -Used / -Temperature / -Pressure and HP Filter on Fuel Page

Honeywell

FLIGHT CONTROL

HYDR ENGINE FUEL NEXTSYSTEM 1/3

2870LBS 5740

–24

PRESEL QTY

TANK TEMP. °CLBS

2870 LBS

1280 1405

JETPMP ONELPMP OFF

X-FEED

LH ENG

JETPMP ONELPMP OFF

RH ENG

APU

500 500FF LBS/HRUSED LBS

31 °C30 °C

185 12801405 185

123 123

HP FILTER

PRSS LOW

FAIL FAIL

FAIL

HP FILTER

PRSS LOW

TOTAL QTY

Fig. 16 Fuel -Flow / -Used / -Temperature / -Pressure and HP Filter on Fuel Page




Fuel Flow on Engine Page

Honeywell

FLIGHT CONTROL

HYDR ENGINE FUEL NEXTSYSTEM 1/3

500

FUEL

60 OIL PRSS

95 OIL TEMP

PSI

°C

80.4 %

80.3 %

800 °C

80.2 %

% TQ

NL

NH

ITT

NP

80.4 %

80.3 %

800 °C

80.2 %

100.0 %

61

95

PSI

°C

500

FUEL

FF LBS/HR

TQ OF DAY

OAT

ALTITUDE

MAX TQ

ALLOW

MODE

A - 9

M 100

25000

°C

FT

%

CRZ

100.0

Fig. 17 Fuel Flow on Engine Page





LP Fuel Filter on System Maintenance Page

Honeywell

SYSTEM 3/3CPCS/

OXYGENDOORS SYS

MAINTSENSOR

DATANEXT

FUEL L TRANSFER MON 021292 R TRANSFER MON 021292

CPCS BACKUP INSTRUMENTS

OXYGEN QTY ACCURACY

ICE PROTECTL R L R

SWDW TEMP SWDW TEMP FWDW TEMP FWDW TEMP

HYDRAULICS

FLIGHT CONTROLS

ELECTR

APU OVERTEMP EGT OVERCURRENT ECU OIL TEMP HIGH ENGINE

L RGB CHIPS DETECT R RGB CHIPS DETECT L ENG CHIPS DETECT R ENG CHIPS DETECT

PROXI MAINT

L LP FILTER R LP FILTER

L MAIN OIL FILT R MAIN OIL FILT L SCAV OIL FILT R SCAV OIL FILT

Fig. 18 LP Fuel Filter on System Maintenance Page




Fuel Flow on RMU Page 2

CPCS AUTO FAILPITOT S HEAT FAILL AOA FAIL

R AOA FAILBATT 1 FAILBATT 2 FAILRUDDER LIMITED

600 600FF85 84OIL TEMP61 61OIL PRS

PAGE 1

TUNE

Honeywell

SQ DIM 1/2 STO

ID PGE TST DME

Fig. 19 Fuel Flow on RMU Page 2





INDEXAuto-Feather System 16CONTROLLING 9DISTRIBUTION 2EEC Features & TSC Features 15EEC SAFETY FEATURES 15Fault Detection System 13Fuel Drain Ejector Tank 8Fuel Filter / Pressure 22Fuel Filter/Heater Unit 4Fuel -Flow / -Used / -Temperature / -Pressure and HP Filter on

Fuel Page 23Fuel Flow and Temperature 19

Fuel Flow on Engine Page 24Fuel Flow on RMU Page 2 26Fuel Flow Primary EICAS Page 21Fuel Manifold Assy & Nozzles 7Fuel System 2Hmu Eec Mode 10Hmu Manual Mode 12Hydro - Mechanical Fuel Control Unit (Hmu) 9INDICATING 19LP Fuel Filter on System Maintenance Page 25TSC FEATURES 15

LIST OF ILLUSTRATIONSFig. 1 Fuel System..................................................................................................................................................................................................2Fig. 2 Fuel Filter/Heater Unit .................................................................................................................................................................................4Fig. 3 Fuel Pump ....................................................................................................................................................................................................5Fig. 4 Flow Divider Valve......................................................................................................................................................................................6Fig. 5 Fuel Manifold Assy & Nozzles....................................................................................................................................................................7Fig. 6 Fuel Drain Ejector Tank...............................................................................................................................................................................8Fig. 7 Hydro - Mechanical Fuel Control Unit (Hmu)............................................................................................................................................9Fig. 8 Hmu EEC Mode.........................................................................................................................................................................................10Fig. 9 Hmu Manual Mode ....................................................................................................................................................................................12Fig. 10 Fault Detection System ............................................................................................................................................................................13Fig. 11 EEC Features & TSC Features.................................................................................................................................................................15Fig. 12 Auto-Feather System................................................................................................................................................................................16Fig. 13 LH Engine Test Panel ..............................................................................................................................................................................18Fig. 14 RH Engine Test Panel ..............................................................................................................................................................................18Fig. 15 Fuel Flow Primary EICAS Page ..............................................................................................................................................................21Fig. 16 Fuel -Flow / -Used / -Temperature / -Pressure and HP Filter on Fuel Page ............................................................................................23Fig. 17 Fuel Flow on Engine Page .......................................................................................................................................................................24Fig. 18 LP Fuel Filter on System Maintenance Page ...........................................................................................................................................25Fig. 19 Fuel Flow on RMU Page 2 ......................................................................................................................................................................26




Dornier

End of ATA Chapter 73

Engine Fuel and Control

Documents

ata 73