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Fuel System Schematic (Figure 2-6) .................................................. 2-31
STBY Switches...................................................................................... 2-33
XFLOW Switch and Crossflow Shutoff Valve................................. 2-33
Fuel Indicating System ....................................................................... 2-34
Refueling Control Panel.................................................................. 2-34
Fuel Quantity Signal Conditioner and Probes............................. 2-35
Fuel Indicating System Schematic (Figure 2-7) .............................. 2-36
Ram Air Fuel Vent System ................................................................. 2-37
Single-Point Pressure Refueling (SPPR) System............................. 2-37
Precheck Valve.................................................................................. 2-38
Fuel Additives...................................................................................... 2-38
Refueling............................................................................................... 2-38
Fuel Drains (Figure 2-8)...................................................................... 2-39
Pilot’s Manual
PM-132A 2-1
ENGINES
The aircraft is powered by two TFE731-20 turbofan engines manufactured
by Honeywell. These engines are two-spool, geared transonicstage,
front-fan, jet-propulsion engines. Each engine is rated at 3500
pounds (15.56 kN) thrust at sea level.
A spinner and an axial-flow fan are located at the forward end of the
engine and are gear driven by the low-pressure (N1) rotor. The fan gearbox
output-to-input speed ratio is 0.556. The low-pressure rotor consists
of a four-stage low-pressure axial compressor and a three-stage
low-pressure axial turbine, mounted on a common shaft. The highpressure
(N2) rotor consists of a single-stage centrifugal compressor
and a single-stage air-cooled axial turbine, mounted on a common
shaft. The high-pressure rotor drives the accessory gearbox through a
transfer gearbox. The rotor shafts are concentric, so that the low-pressure
rotor shaft passes through the high-pressure rotor shaft.
An annular duct serves to bypass fan air for direct thrust and also diverts
a portion of the fan air to the low-pressure compressor. Air from
the low-pressure compressor flows through the high-pressure compressor
and is discharged into the annular combustor. Combustion
products flow through the high- and low-pressure turbines and are discharged
axially through the exhaust duct to provide additional thrust.
SECTION II
ENGINES & FUEL
Pilot’s Manual
2-2 PM-132A
PAMB —
TLA
(Secondary)
AIR DATA
COMPUTER
P3
DIGITAL
ELECTRONIC
ENGINE
CONTROL
CABLE
RVDT
WF/P3
WF
MACH, ALTITUDE, TAMB, PAMB
TLA (Primary)
FUEL
AIR
ELECTRICAL
MECHANICAL
AB — AREA BLEED
N1 — LOW PRESSURE ROTOR (FAN) SPEED
N2 — HIGH PRESSURE ROTOR (TURBINE) SPEED
P3 — COMPRESSOR DISCHARGE PRESSURE
PT2 — ENGINE INLET TOTAL PRESSURE
TT2 — ENGINE INLET TOTAL TEMPERATURE
ITT — INTERSTAGE TURBINE TEMPERATURE
WF — FUEL FLOW
TAMB — AMBIENT TEMPERATURE
TLA — THRUST LEVER ANGLE
AMBIENT PRESSURE
TLA (Secondary)
SURGE
BLEED
SYSTEM
HYDROMECHANICAL
FUEL CONTROL UNIT
N2
ITT
N1
AB
TT2
PT2
FUEL CONTROL LOGIC DIAGRAM
Figure 2-1
Pilot’s Manual
PM-132A 2-3
ENGINE FUEL AND CONTROL SYSTEM
The engine fuel and control system pressurizes fuel routed to the engine
from the aircraft fuel system, meters fuel flow, filters the fuel, heats
it as necessary to prevent filter icing, and delivers atomized fuel to the
combustion section of the engine. The system also supplies high-pressure
motive-flow fuel to the aircraft fuel system for jet pump operation.
The major components of the system are the thrust levers, the enginedriven
fuel pump, the hydromechanical fuel control unit, the Digital
Electronic Engine Control (DEEC), surge bleed control valve and the
fuel heater/oil cooler.
THRUST LEVERS
Two thrust levers, located on the upper portion of the pedestal, are operated
in a conventional manner with the full forward position being
maximum power. Stops at the IDLE position prevent inadvertent reduction
of the thrust levers to CUTOFF. The IDLE stops can be released
by lifting a finger lift on the outboard side of each thrust lever. Detents
are provided for CUTOFF, IDLE, Maximum Cruise (MCR), Maximum
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