Indication Systems

Engine operations and performance are monitored by instruments mounted on the

main instrument panel in the cockpit. They are normally at the centre of the front
panel.

The instruments are

divided into 2 groups:

Primary Indication
Gauges

Secondary
Indication Gauges
 Indication Systems

The Primary gauges consists of engine

performance indicators, which shows:

thrust,
torque,
RPM,
temperature and The Secondary gauges consists of gauges
which monitor engine condition, such as
fuel flow.

oil temperature,
oil pressure,
fuel pressure and
vibration
 Exhaust Gas Temperature

The temperature of the exhaust gas of an

engine is monitored during its operation.

It is displayed on the EGT gauge in the

primary indication as Degrees C.
 Exhaust Gas Temperature

It indicates the integrity of the hot section of the engine.

Out of limit conditions will cause damage to the hot section

components of the engine and render the engine unairworthy within
seconds.
 Exhaust Gas Temperature

The gauge in the flight deck used to monitor the temperature is labeled
variously as:

EGT (Exhaust Gas Temperature)

ITT (Interstage Turbine Temperature)
TIT (Turbine Inlet Temperature)
TGT TOT
TOT (Turbine Outlet Temperature) TIT
EGT
TGT (Turbine Gas Temperature)

The name of the gauge refers

to where in the hot section the
temperature sensing probes
are located.

If the engine has two turbines,

the ITT is located between
them.
 Exhaust Gas Temperature

EGT system components are made up of:

1. Thermocouples (sensors) located at the hot section

2. Wiring harness to deliver the signal from the thermocouples to the gauge
3. A calibrating resistor for making adjustments to the system resistance
4. A gauge to indicate the temperature in the flight deck
 Exhaust Gas Temperature
Thermocouples

Thermocouples consists of 2 conductor wires made of chromel and Alumel.

The 2 wire ends are brazed or welded together to form a closed loop with 2 junctions.

One junction is located in

The other junction at the gauge is
the hot section and is
known as the cold junction.
known as a hot junction.

When heat is applied to the hot

junction, a current flow is
produced in the loop due to the
temperature difference between
the 2 junctions.

An indicator in the flight deck reads the

current flow in the loop as temperature.

Electrical flow is proportional to the

heat applied at the hot junction.
 Exhaust Gas Temperature
Thermocouples
More than one thermocouple is
used and they are fitted around
the turbine exhaust section of the
engine.

The thermocouples are

connected in parallel to give an
average reading.

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 Engine Pressure Ratio

This is the thrust indicating system. The system gauge shows a constant reading
of engine performance.

It is also used to set the thrust output of the engine for a flight phase.

Push up the engine throttle

until the thrust needle
increases to meet the set
target.

Rotate the knob to move

the bug to establish a
target thrust output.
 Engine Pressure Ratio

EPR is a ratio of 2 engine pressures:

Turbine total discharge pressure
Compressor total inlet pressure

EPR = Pt7 / Pt2

If Pt7 is 28.52 psi

and Pt2 is 14.7 psi,
then
EPR = 28.52 / 14.7
= 1.94
 Engine Pressure Ratio

The EPR is transmitted through a EPR transmitter and displayed on a gauge

in the flight deck.

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 Rotational Speed indication

The purpose of the engine speed indication is to

enable the pilot to control accurately the
performance of the engine in conjunction with other
engine parameters.

Gas turbine engine speed indication (rpm) is

indicated in percentage to the pilot.

There are two types of rpm indicating systems

using an electrical method commonly employed in
gas turbine engines. They are: -

a) Tachometer.
b) Tacho probe type.

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 Tachometer Generator

A 3-phase generator is mounted on the engine driven shaft to develop

3-phase alternating current.

Its output current is

determined by engine rpm.

This current is transmitted to

a 3-phase synchronous
motor.
 Tachometer Generator

The 3 phases creates a rotating field in the stator of the synchronous

motor.

The synchronous motor permanent magnet armature aligns itself

with the rotating fields and turns at the same speed as the 3-phase
generator.
 Tachometer Generator

The synchronous motor drives a magnet in a drag cup of the indicator,

thus causing the drag cup to turn.

An indicating needle attached to the drag cup turns together with it.
 Tachometer Generator

The drag cup is restrained by a coiled balance spring and will turn to a
point where the spring force and the rotating force is balanced.

The indicating needle will therefore move a distance proportional to the

engine speed and provide a reading of rpm.

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 Tacho Probe.

This system is used to measure and indicate engine compressor speed or

speed of the fan in the turbo-fan engines.

The tacho probe system

consists of: -

1. A toothed gearwheel
rotated by the engine
driven shaft.
2. An electromagnetic pick
up probe acting as rpm
transmitter.
3. An RPM indicator.

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 Tacho Probe.

The probe consists of a

permanent magnet with a coil
winding.

It is placed close to the

gearwheel.

Every time a tooth of the

rotating gearwheel passes
the probe pole pieces, a
change in the magnetic flux
occurs.
 Tacho Probe.

The magnetic flux intensity through the pole pieces varies according to the
width of the air gap between the pole pieces and the gear wheel teeth.

As the magnetic flux changes, an EMF is induced into the sensing coil.

The rate of induced EMF is depends on the rate of change of flux intensity.

The induced EMF from the sensing coil is sent to the indicator through
wiring to indicate the actual engine rpm.

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Indication Systems
Engine Torque Indicating

The purpose of torque indication is to enable the pilot to determine the

power output of a turboprop engine.

Torque output through the propeller

drive is used to indicate the power that
is developed by a turbopropeller engine.

The torque display indicator is known as

a torquemeter.
The engine torque or turning moment
is proportional to the horsepower and
is transmitted through the propeller
reduction gears.
There are two types of torquemeter
systems:
1. Hydromechanical
2. Electronic
 Hydromechanical Torque Indicating System

This system comprises of:

1. A floating first
stage ring gear
with helical
anchor splines

2. A piston and
seals

3. A cylinder

4. A spring
loaded control
valve
 Hydromechanical Torque Indicating System

Torque applied to the propeller induces a small rotational and rearward

reaction movement to the ring gear.
This movement is due to the helical cut anchor splines on the ring gear.

To transmitter and
cockpit torque gauge The piston and the control
valve are pushed by the ring
gear and always follow it.

The control valve admits oil

pressure into the torquemeter
chamber to balance the force
of the ring gear movement.

The oil pressure acting on the

piston to balance the ring gear
is read as torque pressure.
 Electronic Torque Indicating System

The electronic torquemeter consists of the following major parts:

1. Drive shaft consisting of a torque shaft and a reference shaft
2. Torquemeter Magnetic Pickup Assembly

The system
measures the
amount of twist on
the drive shaft as it
tries to turn the
propeller.
 Electronic Torque Indicating System

The drive shaft consists of two concentric tubes, each carrying a toothed
wheel.

The tubes are attached together at the propeller shaft drive flange.

The outer shaft (torque shaft) drives the reduction gearing at the front.
The inner shaft (reference shaft) is not loaded.
 Electronic Torque Indicating System

A torque sensor (magnetic pulse pick-up) is mounted to pick up

pulses generated by the two toothed wheels.

For each tooth passing near the sensor, a sine wave is generated.
 Electronic Torque Indicating System

As torque is experienced by the drive shaft, the torque shaft twists.

Twisting of the torque shaft relative to the reference shaft is proportional to the
torque transmitted.
The indicated torque is thus proportional to the ratio of the distances of the
torque shaft wheel teeth and the reference shaft wheel teeth as sensed by the
magnetic pulse pick-up.

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 Electronic Torque Indicating System

The indication in the cockpit is

usually calibrated in percentage
of maximum torque.
 Fuel Flow Indicating

A fuel flow indicating system measures the

rate of the fuel flow from the fuel tanks to
the engine.

The system consists of a transmitter and an

indicator.

The transmitter is placed in the fuel line

between the FCU and the engine.

The indicator is in the flight deck.

 Fuel Flow Indicating

The flowmeter transmits an electrical signal proportional to the rate of flow

of the fuel.

The most commonly used fuel flow indicating systems are:

1. Independent Fuel Flow meter.

2. Integrated Flow meter.

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 Independent Fuel Flow meter

This type of fuel flow meter is operated by the force of the fuel flow against a
vane, which rotates in a spiral measuring chamber.

The movement of the metering vane is proportional to the rate of flow fuel.

The rotor of an
AutoSynchro transmitter
is connected to the
moveable vane inside
the housing and as the
fuel flows and moves
this vane, the rotor
moves.
The movement of the
rotor is transmitted
electrically to the
indicator on the
instrument panel.
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 Integrated Flowmeter

This system is commonly employed on large turbine engined aircraft to handle

the large volume of fuel for its operation.

In this system, an impeller is rotated at a constant speed by an electrical

motor.

As the fuel passes through the impeller, its rotation imparts an angular velocity
or swirling motion to the fuel.
 Integrated Flowmeter

As this swirling fuel passes through the turbine, it tries to rotate it, but since the
turbine is restrained by the calibrated restraining springs, it can only deflect it.
The amount the turbine deflects is determined by both the volume of the flow and
the density of the fuel.
Inductive-type pick-offs sense the angular displacements in terms of signal pulses
proportional to the flow rate.
These pulses are supplied to the indicator via an amplifier or a computer.

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 Thrust Specific Fuel Consumption

• TURBOJETS AND TURBOFANS COME IN DIFFERENT SIZES AND POWER

• IN ORDER TO MAKE AN ACCURATE COMPARISON OF FUEL CONSUMPTION BETWEEN ENGINES, FUEL

CONSUMPTION IS REDUCED TO A COMMON DENOMINATOR.

• THE TERM COMMONLY USED IS THRUST SPECIFIC FUEL CONSUMPTION OR TSFC.

• THIS IS AN ENGINE’S FUEL CONSUMPTION IN POUNDS PER HOUR DIVIDED BY THE NET THRUST OR THE AMOUNT
OF FUEL REQUIRED TO PRODUCE ONE POUND OF THRUST.

• HENCE, THE UNIT FOR TSFC IS : LB/HR/LBF

FOR TURBOJETS OR TURBOFANS: TSFC = WF

FN

TSFC = THRUST SPECIFIC FUEL CONSUMPTION

WF = FUEL FLOW IN LB PER HR

FN = NET THRUST IN LBF

E.G ENGINE ZZZ HAS A FUEL FLOW RATE OF 3300 LB/HR AT A THRUST RATING OF 3000 LBF. ENGINE YYY WHICH HAS
A THRUST RATING OF 5000 LBF, CONSUMED FUEL AT A RATE OF 5300 LB PER HOUR. WHICH ENGINE IS MORE
FUEL EFFICIENT?
 Fuel Pressure Indicating

This system indicates the pressure delivered by the boost pump or engine
driven fuel pump.
The pressure gauge is used to monitor that the fuel system is working properly.

Fuel pressure is fed into an expandable bellows, and the expansion of the unit
is transmitted through various linkages to the potentiometer to vary the
resistance.
The varying
resistance is sent
to an indicator to
move the pointer
to indicate
appropriate
pressure range.

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Indication Systems
Oil Temperature and Pressure

The oil temperature measurement is taken at the delivery side of the oil
pressure pump.
Oil pressure measurement is done by an electrical transmission method via
pressure and temperature sensors in conjunction with an indicator.
The oil filter is also monitored for blockage.
 Oil Temperature Indicating

The Oil Temperature measurement system consists of: -

1. A temperature sensor or temperature bulb.

2. A moving-coil
temperature
indicator.

Purpose of the system

is to indicate the
actual temperature of
the engine oil.

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 Oil Temperature Indicating

The bulb contains a resistance element made of either platinum, nickel or

alloys such as nickel-manganese wire wound around a coil former.

The assembly is covered by a metal sheath, which conducts heat quickly.

As the temperature rises the electrical resistance of the element increases.
 Oil Temperature Indicating

The indicator is a moving coil or a ratiometer instrument suitably calibrated

in degrees Celsius (OC).

The bulb is electrically

connected to the indicator
and to the aircraft’s DC
supply.
Additionally, a temperature
switch may be installed to
initiate a warning light.
 Oil Pressure Indication

Small aircrafts use a direct reading type

oil pressure gauge.
This consists of an oil pressure line
connected into an oil passage in the
engine, transmitting pressure to a cockpit
gauge containing a Bourdon Tube to
move a pointer.
 Oil Pressure Indication

Large aircrafts have the Bourdon Tube or a similar pressure sensor installed
on the engine.

The information is then transmitted to the cockpit gauge by electrical

signals from a synchro transmitter located at the sensor.

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 Oil pressure Switch

The purpose of oil pressure switch is to activate the Low Oil Pressure
warning light in the cockpit to inform or warn the pilot that the system
pressure is not attained.
When the oil filter is blocked, it will also bring on a Filter Bypass warning
light.

These two lights may be integrated so that any one of these conditions
can bring on this light.

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 Engine Vibration Monitoring

During operation, vibrations in excess of acceptable levels may

occur as a result of mechanical troubles.  

The purpose of the Vibration Indication System is to warn the pilot

of the amplitude of engine vibration level where if exceeded, might
cause severe engine damage.

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 Engine Vibration Monitoring
An engine vibration monitoring and indicating system consists of the following
main components:

1. Vibration pick-up (linear-

velocity detector)

2. Auxiliary monitor
(amplifier)

3. Indicator (moving-coil
micro-ammeter).

The vibration pick-up unit

is mounted at a right
angle to the engine’s axis.

Some systems may employ 2 pick-up units: one monitoring the vibration level
around the turbine section and the other around the diffuser section.
 Engine Vibration Monitoring
The pick-up unit consists of a spring-supported permanent magnet which is
suspended in a coil attached to the interior of the case.

As the engine vibrates, the pick-up unit and the coil move with it.
The magnet, however, tends to remain fixed in space because of the
influence of inertia.
The motion of the coil causes its windings to cut the field of the magnet
thus inducing a voltage in the coil.
The magnitude of this signal is proportional to the energy of vibration.

Voltage

Coil

Permanent
Magnet
 Engine Vibration Monitoring

This signal, or voltage is amplified and transmitted via an electrical filter

network and a rectifying station to the indicator.