FUEL METERING SYSTEM

The fuel metering system consists of two pressure-operated shutoff valves and an
electronically controlled, electric motor-driven fuel control valve. The control system uses
the fuel metering system to change engine speed (Ngp) and T5 temperature by regulating
fuel flow

PILOT SYSTEM
Pilot system pressure is provided from a port on the main fuel supply manifold or from an
external compressed air source. The pilot system supplies pressure to the pneumatically
actuated fuel shutoff valves. Each pneumatically actuated shutoff valve is connected to a
solenoid valve. When activated by the control system, the solenoid valve opens to allow
pilot pressure to open the shutoff valve. When the solenoid valve closes, pilot pressure
vents, and the shutoff valve closes. The pilot system is a fail-safe fuel shutoff in the event
of control system failure

TORCH FUEL SYSTEM
The existing torch fuel system is removed when the fuel module is inst
module-mounted torch fuel system consists of a coarse adjustment press
valve, a fine adjustment pressure control valve, and a shutoff solenoid. T
system allows gas fuel to flow to the torch by energizing the shutoff solenoid

COMPRESSOR DISCHARGE AIR SYSTEM
A differential pressure transmitter is retrofitted into the compressor discharge air (Pcd)
system and is also connected to the fuel line downstream of the fuel control valve.
Information from the transmitter is used by the control system to adjust fuel flow. The
existing flameout-detection components are replaced by a modular flameout-detection
assembly, which is connected into the compressor discharge air system, andusesa
transmitter to send information to the control system.



4.2 FUNCTIONAL DESCRIPTION
The gas fuel module works with the control system and the start system as described
below. For settings and system normal or operating design values, refer to the Gas Fuel
Schematic (149456) and Air/Drain Schematic (149459).
4.2.1 Valve Check Sequence
Before each startup, the control system tests the integrity of the shutoff valves. To verify
operation, gas fuel pressure is applied to the primary and secondary shutoff valves. The
valves must hold pressure and open and close when commanded. If either shutoff valve
fails, the control system annunciates a valve check failure and aborts the start cycle.
4.2.2 Purge Crank Cycle
After the valve check sequence is completed, the purge crank cycle is begunto remove
combustibles from the engine exhaust system. Topurge, the start system cranks the
engine to move air through the exhaustsystem until the timer completes itscycle. The
purge crank cycle timer isprogrammed according to package exhaust systemvolume.
4.2.3 Ignition Sequence
After the purge crank cycle is completed,the starter continues to crank the engine. The
primary and secondary shutoff valves open to supply gas fuel to the fuel control valve. The
gas torch shutoff solenoid valve opens and gas fuel flows through the torchand is ignited
in the presence of combustion air.
4.2.4 Acceleration Sequence
Following lightoff, the starter continues to crank the engine. The control system increases
the fuel flow to gradually elevate T5 temperature and engine speed (Ngp).
At approximately 65-70 percent Ngp,the start system is deenergized. As the engine
continues to accelerate, the inlet variable vanes move toward maximum open position,
while the compressor bleed valve closes, further increasing T5 temperature. The control
system increases the rate of fuel supply until Ngp reaches 100 percent (synchronous
idle). The engine is now readyforload.
During load transients (fluctuation of engine load), the control system continuously
adjusts fuel flow, inlet variable vanes and compressor bleed valve positions, to maintain
T5 temperature and Ngp.
If T5 temperature exceeds the preset limit, a 20-second delay timer is started. If T5
temperature remains above limit, the control system annunciates a high temperature
alarm and shuts down the engine. The time delay allows for momentary overtemperature
during load transients.