(

Saab Aerotech
Customer Training

ATA73
ENGINE FUEL
 Saab Aerotech
Customer Training

This Training Manual is complied and issued by:

Saab Aerotech
Customer Training

The content of this document is proprietary and confidential to Saab

Aerotech and may not:

a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab Aerotech; nor
e) be disclosed to any third party without the prior written consent of
Saab Aerotech

FOR TRAINING PURPOSES ONLY ATA73 Page 2

Engine Fuel Apr 11/07
 f
Saab Aerotech
Customer Trainlng

TABLE OF CONTENTS
Subject Page
Engine Fuel System . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .. . . 4
System Operation . . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . 8
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Fuel Filter . . . . . . . . . . . . . . . . .. . . . .. . . . . . . . . . . . . . . . . . .. 16
Hydro Mechanical Control Unit (HMU) . . . . . . . . . . . . . . . . . 18
Digital Electrical Control Unit (DECU) . . . . . . . . . . . . . . . . . . 22
Power Turbina Overspeed 1 Torque Sensor . . . . . . . . . . . . . 26
Power Turbine Speed Sensor . . . . .. .. .. . . . . . . . . . . . . .. . 28
ITT Thermocouple . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 28
Constant Torque and APR Panel . . . . . . . .. . . . . . . . . . . . . . 30
Overspeed Drain Valve (ODV) . . . .. . . . . . . . . . . .. . . . . . . . 32
Fuellnjectors . . . . . . . . .. . . . .. . . . . . . . . . . . . . . . . . . . . . . . . 34
Fuel Flow lndicating . . . .. . . .. . . . . . .. . . . . . . . . . . . . . . . . . 36
Fuel Used lndicator.................................. 36
Fuel Flow Transmitter . . . . . . . . .. .. . .. . . . . . . . . . . . . . .. . . 38
Fuel Flow lndicator . . . . . . . . .. .. .. . . . . . . . . . . . . . . . . .. . . 38
Exercises . . .. . .. . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . 40
Controls/lndicators . . . . . . . .. . . . . . .. .. . . .. . . . . . . . . .. . . 45

FOR TRAINING PURPOSES ONLY ATA 73 Page 3

Engine Fuel Apr 11/07
 (' (' { ('

ENGINE FUEL SYSTEM

The engine fuel control system consists of two main units:
- A Hydromechanical Control Unit
(HMU)
- A Digital Electrical Control Unit
(DECU)
Together, they provide proper fuel flow to the engine during all
operating conditions. They also provide overspeed protections for
the power turbina and the gas generator. The Overspeed Drain
Valve (ODV), Accessory Gear Box (AGB) and the main fuel pump
is also included in the fuel system.
NOTE: A/C 004-159. ls equipped with an Electrical Control Unit
(ECU).

ATA73
A29821 FOR TRAINING PURPOSES ONLY
Engine Fuel System Units

FOR TRAINING PURPOSES ONLY ATA73 Page 5

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training
A29820 DECU and HMU
Paga 4

Engine Fuel Apr 11/07

l
Saab Aerotech
Customer Training

HYDROMECHANICAL
UNIT

DIGITAL
ELECTRICAL
CONTROL
UNIT

MAIN FUEL PUMP

OVERSPEED
ORAIN
VALVE

' ------
 Saab Aerotech
Customer Training

ENGINE FUEL SYSTEM All pressurized fuel lines are enclosed in a shroud system which
collects any fuel leakage from lines or fittings, draining it overboard
Fuel is supplied to the system by a centrifuga! main pump, passing
to eliminate tire hazard.
through intemal lines in the AGB, befare entering a fuel heater and
a fuel filter. After that the fuel will enter the HMU. Fuel supply
indications are main pump pressure, fuel low temperatura and fuel
filter clogging.
Fuel is high pressurized by a vane pump in the HMU. The fuel is
controlled by the HMU which meter fuel in accordance with power
demand (PL position and TRQ motor signal from the DECU), P3,
T2 and Ng conditions. The DECU gives fuel control inputs to the
HMU, when BG or CTOT system is activated.
The HMU also actuates the compressor variable geometry and the
start bleed valve by the VG actuator.
lf the gas generator overspeeds the HMU shuts off the fuel flow. lf
the power turbine overspeeds the DECU shuts off the fuel flow via
a signal to a solenoid on the Overspeed Drain Valve (ODV). The
power turbina overspeed circuits can be tested by means of two
test switches in the cockpit. When an actual power turbina
overspeed condition or an overspeed test is performed the DECU
autoignition is activated to relight the engine.
Metered fuel is led from the HMU, passing through a fuel flow
transmitter, an oil cooler and an ODV befare entering the fuel
manifold. This manifold supplies 12 fuel injectors which spray the
fuel into the combustion chamber.

FOR TRAINING PURPOSES ONLY ATA73 Page 6

Englne Fuel Apr 11/07

l l
Saab Aerotech
Customer Training

OH-PANEL OH-PANEL
PGB
OIL

FUEL
SUPPLY

FILTER ----,
ORAIN

NpOVSP
TEST

TIMSIGNAL
FUELUNE ENGINE P3
SHROUD SHUT-DOWN PWR
DRAIN ORAIN SUPPLY TRQREF

OVERSPEED SIGNAL
CTOT

Ng Np Nq ITT CL Sw
 Saab Aerotech
Customer Training

SYSTEM OPERATION mode, where the propeller pitch follows the PL,
The fuel system controls engine power in tour different modes:
-Normal power mode (above flight idle) by PL
- Bottoming governor mode (1040/1200 rpm hold) by the
HMU
- Bottoming governor mode (CTOT & APR hold) by the
HMU
- Bottoming governor disable
mode
Normal Power Mode
Power turbine speed (Np) is held constant by the propeller pitch
control unit, which at this time is set by the CL between 1180 to
1384 propeller rpm. lf power demand is increased or decreased
by the PL input, the gas generator speed (Ng) and power turbine
torque increase or decrease, to provide either more or less power
as required.
Bottoming Govemor Mode (1040/1200 rpm hold)
When power is decreased to a level where the propeller pitch
control cannot change to a finer pitch, the bottoming governor
function (DECU circuits) comes in and holds the Np constant. The
bottoming governor adds a power demand (fuel flow) signal to the
PL input, so that Np is held at 1040 rpm (or 1200 rpm at max
reversa). Power (fuel flow) will now be regulated automatically by
the DECU signals to the HMU, to hold the propeller in bottoming
governor speed. This mode is in operation whenever the propeller
system is in either minimum pitch stop operation, or beta control
FOR TRAINING PURPOSES ONLY ATA73 Page 8
Engine Fuel Apr 11/07
 ( (

which means that a higher pitch and constant propeller rpm by the
BG system give a higher torque and vice versa.
CTOT & APR Hold
At high power setting constant torque can be selected. This will add
fuel on top of the PL power demand signal, which keeps the torque
constant. The mode is enabled above PL take-off position (64
switch). The system works in the same way as in BG mode but
instead of hold propeller rpm torque is hold constant as selected on
the CTOT panel. lf an autocoarsen occurs, the system will add 7%
of torque, automatically on the opposite engine if the switch on the
CTOT panel is in the APR position.
NOTE: A/C 004-159. Have no APR function.
Bottoming Govemor Disabled Mode
lf the CL is moved below MIN position a switch in the quadrant
disable the BG function and by lifting the CL back to MIN position
the BG function reconnects. lf CL is moved to the torque motor
lockout position, the signal from the DECU to the HMU is disable
as long as the engine is running. By this actions min propeller rpm
hold and torque hold functions cannot be used.

A29823 Engine Modes

FOR TRAINING PURPOSES ONLY ATA73 Page 9

Engine Fuel Apr 11/07
Saab Aerotech
Customer Trainlng

_\
j >cbNFI
1
(
FUEL
TM NORMALPOWER DISABLE
DISABLE LOCKOUT PROP TM OFF MODE
MODE < 1040 MODE LOCK
CL<MIN OUT

:o 1 > Pio 1

NO NO

CTOT
> Fl ON
wnw
1 C T O P L
O F F < T O
11>: P L
C T OT
VES
T 1
CTOT
MODE
TM
LOCK
'\
OUT /
/ / i\ APR 1
ON
1
_/ APR 1
CL OFF

l
< MIN >-10 I<C IN
-

J CTOTAND
APRMODE J-.
PROPI PL

J
TM TM < TO
BGMODE
LOCK LOCK PROP TM
BGMODE
1200 rpm 1040 rpm > 1040
OUT OUT LOCK
OUT
f / 1'\ / 1"\
IPROP
<-10
1
 Saab Aerotech
Customer Training

G
u
S
T
L
o
e
K

FRICTION

--- T/M

MAX
PROP
SYNC
ON

MIN
UNf
1 OF'F

20.

fUEL
1 OFF 35.

FRICTION POWER CONO FLAP

A29824 Engine Controls

FOR TRAINING PURPOSES ONLY ATA73 Page 10

Engine Fuel Apr 11/07
Saab Aerotech
Customer Training
l l
 r r
Saab Aerotech
Customer Training

PROPELLER RPM

PROP MAX REV 1200

1040
MIN MAX 980
, 1
PROP PROP
RPM RPM

TORQUE

100%
l l 500

MAXREVERSE Gl A
1
30"/o
PL POSITION

75%

50% Bottomfng Govemor

ENABLED (ON)
- - - - - - - - - DISABLED (OFF)

25%

0% L----- ---- ---------------- ----

MAX REVERSE Gl Fl 100%
PLPOSITION

A211825 Diagram

FOR TRAINING PURPOSES ONLY ATA73 Page 1

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training

Main Pump
The engine driven main pump is a centrifuga! pump with an ejector
at its inlet. lt provides suction which draws fuel from the fuel tanks
to the engine. The pump is mounted on the front end of the AGB.
The pump discharge pressure ranges from 45 to 90 psi (3 to 6 bar)
at 100% Ng. At ground idle, it is at least 20 psi (1.4 bar). Bypass
flow through the ejector is about twice the flow into the engine.
The pump is not self-priming, so whenever the system contains air,
the standby pump in the fuel tank must be used to purge the
system.
Oil for bearing lubrication is supplied from the oil system through a
port on the AGB. OH and fuel are kept separated by two carbon
seals with a center vent to the overboard drain manifold via the
AGB.

A29826 Main Pump

 (

Saab Aerotech
Customer Training

FUELINLET

OILINLET
FROMAGB

ROTATED COMPARED
WITH THE WIEWTO
THELEFT

RADIAL
IMPELLER
PUMP
FUEL SEAL--a!-......;1Z: 00
OIL SEAL - --f;.;--....;H X. t

SLEEVE
BEARING - --+:0----f.o;f

ORIVE - ---;:;.;-- ;-r.t

SHAFT

DISCHARGE
PORTTOAGB
ORIVE -+fl!n .AI
COUPLING MAINPUMP

A29827 Main Pump

 Saab Aerotech
Customer Training

FU
EL
HE
AT
ER
The fuel heater consists of a heat exchanger, a
thermal bypass valve and a temperatura switch.lt is
mounted on top of the AGB and both its fuel inlet
and fuel outlet are connected to the fuel filter
housing.
Fuel temperatura regulation is accomplished by
varying the flow of PGB oil through the heatar as a
function of fual outlat temperatura. The bypass
valve bypasses tha PGB oil whenever necessary in
arder to regulata the outlet temperatura to about 7C
(45F).
The temperatura switch is located at the fuel outlet of
tha heater. lf the fuel temperatura gets below ooc (F
32), the FUEL LOW TEMP TE
M
caution light on the ovarhaad P
panel illuminates. E
R
A
T
U
R
E

S
W
I
FOR TRAINING PURPOSES ONLY ATA73 Page 14
Engine Fuel Apr 11/07

l l l
 Saab Aerotech
Customer Training
T
C
H

A2!1828

Fuel Heater

FOR TRAINING PURPOSES ONLV ATA73 Page 15

Engine Fuel Apr 11/07
 (

Saab Aerotech
Customer Training

FUELTEMPERATURE
SWITCH

FUELTEMPERATURE
SWITCH

FUEL BYPASSV

r
CONT
NORM
OfF

TMT-,
m
L cm R
 o

Fuel
Heater
 Saab Aerotech
Customer Training

FUEL FILTER
The fuel filter clear engine fuel befare it enters into the HMU. The C 20
filter unit contains a disposable filter element, an impending bypass 1
sensor and a bypass relief valve. lt is located on the front end of the 16 -+-- --+- -+--
AGB.
05
Fuel from the main pump and fuel to the HMU flows through m12 -+-- -- ---+ 4-
intemal passages in the AGB. The HMU fuel bypass and the fuel ffi
!J
: 8
heater are extemally connected to the filter housing.
m
The impending bypass sensor activates the FUEL FILTER caution 4 1----1----+---::::oo+=- ---+---4---1
light on the fuel panel in cockpit if differential pressure across the
filter dueto clogging reaches 8-10 psid (0.6-0.7 bar). <1 o &.....-.L,-....L...-f-_. +---1"---4---'---+-....r....-t--J
CLEAN------_..,. DIRT ACCUMULATION
Actual filter bypass occurs when differential pressure reaches
18-22 psid (1.3-1.5 bar). The bypass valve then opens, allowing
unfiltered fuel to enter the fuel system.

A29830 Fuel Filter with Bypass

FOR TRAINING PURPOSES ONLY ATA73 Page 17

Englne Fuel Apr 11/07
 ( (

Saab Aerotech
Customer Training

AGB

FILTER
ELEMENT

FUEL
FILTER
BOWL

FILTER
ORAIN
FILTER
A29831 Fuel Filter
 ( f
Saab Aerotech
Customer Tralning

HYDRO MECHANICAL CONTROL UNIT (HMU) They must be removed together as a single unit if replacement
of either one is necessary.
The HMU schedules fuel for combustion and provides automatic
starting, gas generator speed control and compressor Variable The T2 and Ng actuates a 3-D Cam to calculate the fuel and
Geometry (VG) scheduling and actuation. the output to the VG actuator.
Input signals to the HMU are:
- Gas generator speed
(Ng)
- Compressor inlet temperatura
(T2)
- Compressor discharge pressure
(P3)
- Condition Levar (CL)
position
- Power Lever (PL)
position
- DECU torque motor signal (bottoming govemor/CTon
Outputs from the HMU are:
- Metered
fuel
- VG
actuation
The HMU is mounted on the aft end of the AGB by means of a
clamp. Fuel supply and drains are connected to intemal passages
in the AGB and metered fuel is connected to an extemal line.
The T2 sensor is connected to the HMU by a flexible tube. The T2
sensor and the HMU form a complete Une Replaceable Unit (LRU).

FOR TRAINING PURPOSES ONLY ATA73 Page 1

Englne Fuel Apr 11/07
 Saab Aerotech
Customer Training

The HMU has no line maintenance adjustments such as ground

idle speed or VG actuation adjustments. After replacement of the
HMU an engine run up is the only test necessary.

HMU

FOR TRAINING PURPOSES ONLY ATA73 Page 2

Englne Fuel Apr 11/07

l l
 METERED
FUELOUTPUT

POWERLEVER

CONDITION LEVER
POWER
SENSOR
.'0l
e:;:;>'
A-A

'
B-B
.

'
VG
SERVO

T2SENSOR

PRINCIPLE FUNCTION OF 3-0 CAM

VGACTUATOR

A29833 Hydro Mechanical Control Unit

Hydro Mechanical Unit
The high pressure pump in the HMU is a vane-type pump. lt is
driven by the Ng input, and is pressure-regulated by a regulator,
which sends fuel back to the inlet side. The regulator maintains
constant pressure over the metering valve.
The Ng servo and the T2 actuator operate the 3-D cam. The cam
controls both engine acceleration and deceleration, and the VG
servo.
The metering valve regulates fuel flow to the engine in accordance
with its inputs from Ng, power demand, P3 and the 3-D cam. The
pressure over the metering valve is held constant by the pressure
regulator.
The metered fuel passes a shut-off valve and a minimum pressure
valve before leaving the HMU. The shut-off valve is closed and fuel
is retumed to the vane pump when the CL is set to fuel off position.
The minimum pressure valve opens by pressure at about 15% Ng.
This valve also incorporales an Ng overspeed fuel shut-off function
actuated by the Ng servo at 11O% Ng.
The VG servo is controlled by the 3-D cam and actuates the VG
output shaft. This shaft is connected to the crankshaft assembly,
which operates the variable vanes and the anti-icing/start bleed
valve. The actuator provides a minimum output force of 127 kg (280
pounds).
FOR TRAINING PURPOSES ONLY ATA73
Engine Fuel
The power demand signa! consists of the PL input and the
bottoming governor servo position. The bottoming governor servo
is controlled by a torque motor witch gets its electrical inputs from
the DECU. When the bottoming governor function or CTOT system
is active, the DECU will by a signal to the HMU torque motor order
the HMU to add fuel, either for controlling the propeller speed or the
torque setting. In the event of failure of the Bottoming Governor
(BG) function in either the HMU or DECU, it can be locked out by
setting the CL to the T!M lockout position. To reset the T/M lockout
CL need to be moved to FUEL OFF position which mean that if a
T/M lockout is selected the BG function is notable to operate more
during that flight/engine run.
To have an active BG function CL needs to be between MIN and
MAX positions, and no T/M lock out. The BG function is active in this
condition if the PL input to the HMU is not enough to hold the
propeller to 1040 rpm or 1200 rpm in full reversa.
lf the CL is moved to the T/M lock out position for maintenance
purpose, a vent valve in the HMU opens, draining vapor and fuel
from the HMU casing it in a drain line. Vapor venting is performed
before starting an engine whenever any fuel system unit has been
replaced, or if the presence of air is suspected in the system. The
vent valve in the HMU will close when CL is moved down from T/M
position to MAX or below.
Page 1
Apr 11/07
 Saab Aerotech
Customer Training

FUEL PUMP
INLET BYPASS CL
DECU
1 '$ T2
PL

r-::::-:::.------ "-------- Y------+------- --- ---

..:.;,:,:;n-
Ng---> v1Vr 1 1

T2 i
LOCK OUT SERVO v
PRESSURE
REGULATOR
,.
1
Ng

! T2
CL
POWER
PRESS
FILTER
1' , 1'

P3
OEMANO
ACTUATOR

METERING
VALVE SERVO RETURN

PRESSREF

.,
WJNOM ILL B YPASS
'1if"
HMU
CASE

Ng OVERSPEED
VG SHUT-OFF MINPRESS VENT
SERVO CL-_.
VALVE VALVE

L---- ------------------ ;------------------ ----J

METERED FUEL ,}'
VENTDRAIN
A29834
 (

Saab Aerotech
Customer Training
HMU Block Diagram
DIGITAL ELECTRICAL CONTROL UNIT (DECU)
The DECU is a solid-state unit mounted on the power unit below
the compressor case. The forward tace of the DECU fits into the
scroll case for cooling by the scavenge airflow in the scroll case.
The DECU is electrically connected to the other engine control
components.
In the fuel system it provides power turbina overspeed protection,
bottoming governor control and CTOT/APR function.
The DECU has a temperatura decal instalad on its housing.
The DECU is electrically powered by the engine driven alternator.
NOTE: A/C 004-159. ls equipped with an Electrical Control Unit
(ECU) and use the Nq sensor as propeller speed signal
(Np). The ECU have similar function as the DECU.
Input signals to the DECU are:
- Gas generator speed (Ng)
- lnter Turbine Temperatura (ITI)
- Propeller speed signal (Np)
- Power turbina torque and speed signal (Nq)
- Bottoming governor reference signal (1040/1200 rpm). The
reference are resistors installed in compartment No 5.
- CTOT & APR panel
- Bottoming governor enable signal (CL)
- CTOT/APR enable signal (CL+PL)
- Power turbina ovsp test signal (A&B sw)
Output signals from the DECU are:
- Power turbine overspeed fuel shut-off signal
- Torque motor signal to HMU (Bottoming governor)
- Automatic ignition signal
- Cockpit engine indicator signals (Np, ITI and torque)
-A discreta voltage signal (can be used for trouble shooting)

FOR TRAINING PURPOSES ONLY ATA73 Page 1

Engine Fuel Apr 11/07
 f
Saab Aerotech
Customer Tralnlng

TEMPERATURE
DECAL

A29835 VIEW FWO LOOKING AFT Digital Electrical Control Unit VIEW AFT LOOKING FWO
 Saab Aerotech
Customer Training
DIGITAL ELECTRICAL CONTROL UNIT
The power turbina overspeed protection is divided into two
channels for reliability purposes, guarding against inadvertent
engine power loss. Each channel has an Nq signal input. lf this Nq
signal exceeds 1570 propeller rpm the channel closes its output
switch. To send a fuel shut-off signal to the ODV, both channels
must detect an overspeed condition.
The overspeed protection system can be tested by means of two
test switches on a test panel in the cockpit. Each switch sets the
respective channel threshold to a lower rpm. A test is performed by
first testing the A channel and then the 8 channel. Nothing should
happen. Then the A and 8 channels are testad together. This
should simulate a power turbina overspeed which will close the
ODV for the engine fuel. At the same time as the overspeed
protection system sends a shut-off signal to the ODV it activates
an automatic ignition circuit. This system tums the ignition on
during the overspeed condition or when a over speed test is
performed, and keeps it on for a period of time (5sec mnimum) after
fuel has been resupplied in order to relight the engine.
The DECU also compares the rate of change of Ng to detect an
engine flame out. When such a condition is detectad the ignition
system is energizad for 5 seconds to relight the engine. To prevent
a sub-idle relight, the ignition system is de-energizad when Ng
decreases below 62% Ng.
There are a additional connector on the DECU where diagnostic
equipment can be connected to read out faults.
FOR TRAINING PURPOSES ONLY ATA73
FOR TRAINING PURPOSES ONLY ATA73
Engine Fuel
The bottoming govemor computar controls the servo in the HMU.
Jt is enabled by a switch in the quadrant when the CL is at MIN
position or above. The circuit has two input signals, at low power
setting the 1040/1200 rpm signal and at high setting the CTOT &
APR hold signal. The bottoming govemor signal will hold the
propeller speed to a mnimum of 1040 rpm or when one or .both
propellers are in max reversa to a mnimum of 1200 rpm. The
s1gnal is Jocked out until propeller rpm exceeds 830 rpm. lf the
speed drops below 280 rpm the bottoming govemor 1040/1200 is
locked
out. lf the Np reference signal is lost for the BG the DECU supply
a backup reference signal of 1140 rpm.
The torque hold signal will hold the torque constant at the torque
selected on the control panel (between 60% to 1OOo/o). To actvate
the CTOT function PL need to be at take off power, above the 64 o
switch in the quadrant. This circuits has two max limits. TRQ and
ITT. lf an autocoarsen occurs, the APR system will add 7 o/o of
torque to the opposite engine. APR is an integrated part of the
CTOTpanel.
In the event of one or more faults the DECU provides a discreta
output voltage equivalence of each fault to the aircraft where it can
be displayed on a digital voltmeter while the engine is in operation,
measured on a test receptacle on the center pedestal. The
connector is capped to prevent contamination when not in use. The
signal comes from the MONITOR and FAULT LOGICS computar.
Page 25
Apr 11/07
 Saab Aerotech
Customer Training

Page 24

Engine Fuel Apr 11/07

l
 ( ( (

Saab Aerotech
Customer Training

lgnition

8 Nq>470rpm-

ITT

BIG

Turb
Corn er r--r-----------------;==== == =========f._+- -H- --
Shalt

Referenco resistor 1040 Rpm --

TMFeedback

wow --.-----
Co rn p u
O V S lgnition

PL>TO
PL<FI BIG
Enable
t er
P

"A" Ovsptest >O.Ssec 1

CL 2: Min Nq >980 lO <1160 rpm ""f
Trq Cut back 1
ENGOVSP 1
l
rc&1 --t--+1 CoOmVp Nq >1570 rpm
oov
L R
lc:&>J
uStPer
"S'
1

----------------------------------------
DECU Block Diaoram 1
 Saab Aerotech
Customer Training

POWER TURBINE OVERSPEED 1 TORQUE

SENSOR
FOR TRAINING PURPOSES ONLV
The power turbina rpm and twist are sensed by a (Nq) sensor ATA73
located in the exhaust trame. lt extends through the right upper
strut. The teeth on the shaft induce electrical pulses in the sensor
which are sent to the DECU where it is used for:
- Power turbina over
speed
- Torque
calculation
- Np, as back up for the Bottoming
Govemor
The torque circuit calculates the power turbina shaft torque by
TOOTH
converting the pulse pattem coming from the sensor to a DC signal, RELATI
which is proportional to torque. The circuit is compensated with ITT ON
because the drive shaft gradient changas with temperatura. This
signal is used for torque indicating and torque hold.
The sensor picks up tour pulses during each complete shaft
revolution. With no torque loads on the shaft the times between
these pulses are equal. When torque is applied, the drive shaft
twists, but not the reference shaft. The time relation between the
pulses is no longer symmetrical. This non-symmetry is a measure
of the torque.
NOTE: A/C 001-159. Give also signal to the ECU for Np and BG.

A29837

Torque Sensor
Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training

PICKUP OUTPUT
TOOTH RELATION
WITHTORQUE
LOADAPPUED

0 PROPORTIONAL
TOLOAD
PICKUP OUTPUT TOOTH RELATION
-NOLOAD0=0

Page 26

FOR TRAINING PURPOSES ONLY ATA73 Page 27

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training

ORIVESHAFT

REFERENCE
TEETH

TORQUEANO
OVERSPEEO
SENSOR

ORIVESHAFT
TEETH
A29838 Torque and Overspeed Sensor
 ( (

POWER TURBINE SPEED SENSOR ITT THERMOCOUPLE

The Np sensor is mounted on the drive shaft between PGB and the
output shaft from the engine. The sensor is used for Np indication
and for the bottoming govemor 1040/1200 hold.
A two--sensor system is used for reliability purposes. lf the Np
sensor fails cockpit indication will be lost and the Nq sensor will
automatically be used as a back up for the bottoming govemor
1040/1200 hold. The Nq sensor works as a back up for the Np
sensor but not vice versa.
NOTE: A/C 001-159. Has no Np sensor.
There is a one-piece thermocouple hamess assembly containing
seven individual probes measuring lnter Turbina Temperatura
(ITT}. This is the temperatura between the gas generator turbina
and the power turbina sections. The probas are mounted in ports
on the power turbina case.
The thermoelement are made of chrome-alumel wire and the
seven probas are connected in parallel in the hamess junction box.
The output of the probas provides a temperatura signal to the
DECU, which uses it intemally and also sends it to the ITT indicator
in the cockpit. The ITT signal has an extemally mounted temp trim
potentiometer.
The T4.5 bias trimmer is mounted on the right side on the engine.
The trimmer is a variable resistance potentiometer designad to bias
the ITT hamess measurement in order to improve the relationship
between unmeasured gas generator turbina inlet temperatura
(T4.1) and the indicated turbina exit temperatura (T4.5).
Calculation of the bias value is made at an approved test cell facility.
Adjustment of the trimmer is a line maintenance function but is only
done after the installation of a new trimmer or when specific DECU
changa by part number are installed on the engine.

FOR TRAINING PURPOSES ONLY ATA73 Page 28

FOR TRAINING PURPOSES ONLY ATA73 Page 29

Engine Fuel Apr 11/07
Saab Aerotech
Customer Tralnlng

T4.5 TRIMMER

ITT THERMOCOUPLE

A29839

T4.5 Trimmer/Np Sensor/ITT Thermocouple

Np SENSOR
 (

CONSTANT TORQUE AND APR PANEL

The control panel is used for setting the torque reference and
arming of the torque hold and APR function. lt is located on the
pedestal aft of the condition levers.
The panel incorporales a common reference potentiometer for the
left and right DECU, and one arming switch which has three
positions, (OFF, ON, APR).
lf APR is selected the system will have a normal CTOT function, and
if an autocoarsen occurs the system will add 7% of torque to the
opposite engine
lt also has two relays for the respective left and right PL take off
position (64 PLA switch). The same relays gives the take off
signals to the autocoarsen system.
NOTE: A/C 004-159. The CTOT panel have two switches, one for
each engine. The switches are of a two position switch,
OFF and ON. APR function is not incorporated. The torque
are possible to set up to 108%.

A29840 CTOT Panel

FOR TRAINING PURPOSES ONLY ATA73 Page 30

Englne Fuel Apr 11/07
 (

Saab Aerotech
Customer Tralnlng

CTOTREF
100%

.,_ --.. . DECU H HMU T/M 1

60%
APR REF +7% --------- - -
...

A29841 CTOT and APA Panel

FOR TRAINING PURPOSES ONLY ATA73 Page 1
Engine Fuel Apr 11/07
OVERSPEED DRAIN VALVE
The Overspeed Drain Valve (ODV) connects the fuel metered in the
HMU to the main fuel manifold. The valve is located on the rear
tace of the AGB.
OVER
The valve has three functions: SPEED
SOLENOID
- lt sends fuel to the fuel injectors for engine
operation
- lt purges the main fuel manifold with P3 air and traps fuel
upstream of the ODV at engine shut-down. This prevents coking
of the fuel injectors METEAED
- lt provides power turbina overspeed protection by diverting fuel FUEL -- --

flow from the main fuel manifold back to the HMU fuel inlet. This
is actuated electrically from the DECU by a solenoid valva in the
ODV when Np exceeds 1570 propeller rpm or when an
overspeed test is performed
The valve receives metered fuel from and it returns overspeed
bypass fuel to the fuel inlet through interna! passages in the AGB.
The main fuel manifold and the shutdown drain are located on the
rear tace of the ODV.

A29842 Overspeed Drain Valva

FOR TRAINING PURPOSES ONLY ATA73 Paga 32

Engine Fuel Apr 11/07
l l l
 ( ( (

Saab Aerotech
Customer Tralnlng

INLET ANO PRESSUAIZING VALVE

NORMAL OPERATING MOOE
SELECTOR VALVE

TO INJECTORS

INLET ANO PRESSUAIZING VALVE

OVERSPEEO CONOITION

FUEL IN
FROMHMU

RESTRICTOR

INLET ANO PRESSURIZING VALVE

SHUT OOWN CONOITION FUEL IN
FROMHMU

FROM INJECTORS TO HMU INLET ::::31;;;;;;;::===== ==== ===t====::!.J

OVERSPEED SIGNAL
FROMOECU

A29843 Overspeed Drain Valve

FOR TRAINING PURPOSES ONLY ATA73 Page 1

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Trainlng

FUEL INJECTORS
12 fuel injectors are installed on the midframe. They receive fuel
from the main fuel manifold and supply it to the combustion liner
swirlers.
The injector is a simplex nozzle, with a single spin chamber fed by
two spin holes. Fuel is sprayed and atomized by shroud air befare
entering the swirlers of the combustion liner.
The injector has a last-chance screen to protect it from clogging.
Correct orientation of the injector within the midframe casing is
assured through use of locating pins in the mounting flange. COLOUR
CLIPS
The fuel injectors are colour coded. Different part numbers of fuel
injectors have different colour clips installed. Fuel injectors installed
shall be of the same part number.

A29844 Fuel lnjectors

FOR TRAINING PURPOSES ONLY ATA73 Page 34
Engine Fuel Apr 11/07
 Saab Aerotech
Customer Tralning

ORIENTATION
PINS

SHROUDAIR

SPRAYCONE

A29845 SPINPLATE Fuel lnjectors

FOR TRAINING PURPOSES ONLY ATA73 Page 35

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training

FUEL FLOW INDICATING FUEL USED INDICATOR

The flow indicating system measures the flow of fuel to the
engines. lt consists of one transmitter and one indicator for each
engine.
The system can be tested by means of a test switch on the
overhead panel in the cockpit. When the switch is held in either
left or right position, the respective fuel flow indicator should show
345
Kg/hour (760 pounds/hour).
Each fuel flow indicator applies a representativa signa! to the fuel
used indicator, (scaling: 10 lbs or 0.4536 kglhr and per pulse).
These two pulse trains are summed to drive the four digits of a
drum counter. A reset pushbutton mechanically provides for the
zero counter initialization.
A digit test is provided by the fuel test switch on the overhead
panel.
 TEST 1
o l
BlD L[AI(
A
cm

TEST SWITCH

FUEL FLOW TRANSMITTEA

12 D
TOTAL FUEL USED

TURN&
PUSH TO
RESET

LBS (Kgs)

FUEL FLOW TRANSMITTER

A29846 Fuel Flow lndicating

FOR TRAINING PURPOSES ONLY ATA73 Page 37

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training
SA_AB340
Malntenance Tralning Manual

FUEL FLOW TRANSMITTER FUEL FLOW INDICATOR

Each engine is equipped with a fuel flow transmitter mounted on the
accessory gearbox. The transmitter is a mass flowmeter used for
monitoring fuel flow only, not for control of the fuel flow. lt measures
the metered fuel coming from the HMU before it enters the oil
cooler.
The transmitter is driven by the fuel flow and operates automatically
whenever a flow of fuel exists. lt generates drum pulses and
impeller pulses to the fuel flow indicator, whenever it rotates.
The time difference between the two pulses (drum and impeller),
is directJy proportional to the rate of flow of the fuel is passing
through the transmitter.
The two microprocessor based indicators, one for each engine, are
located on the center instrument panel in cockpit.
The indicator receives drum and impeller pulses from the
transmitter. lt measures the time difference between these pulses,
and displays the processed signal on the meter. When the indicator
receives a test signal, the microprocessor simulates a fuel flow of
760 lb/h which then is displayed. The indicator also has a separata
output for used fuel. This output delivers one pulse for every 1O lbs
of used fuel.

A29847 Fuel Flow Transmitter

A29848 Fuel Flow lndicators
 FUELTEST
28VDC

Al
(PROPORTIONAL
TOMASS
FUEL FLOW IND.
FLOWRATE)

EST
7601blh

.. FUEL DRUM
lf OUT MICRO
PROCESSOR
TOFUEL
USEDIND.
IMPELLER

TURBINE DRIVING FLOW SmAIGHTENER DRUM DRUM SPRING IMPELLER IMPELLER

DRIVER FUEL (FIXED) MAGNET MAGNET
(4 PLCS) (4PLCS)

A29849 Fuel Flow lndicating

FOR TRAINING PURPOSES ONLY ATA73 Page 1
Engine Fuel Apr 11/07
 Saab Aerotech
Customer Tralnlng

EXERCISES

1 How is the fuel heated in the fuel heater? Answer:

2 Which are the inputs to and outputs from the HMU? Answer:

3 How is the engine fuel controlled when the system operates Answer:
in bottoming governor mode?

FOR TRAINING PURPOSES ONLY ATA73 Page 40

Engine Fuel Apr 11/07

l
 ( ( (

Saab Aerotech
Customer Trainlng

4 Which are the inputs to and outputs from the DECU and Answer:
what are they used for?

5 What is the difference between the torque motor lock out Answer:
and the bottoming governor disable signals?

6 To which units are the HMU VG output shaft connected? Answer:

FOR TRAINING PURPOSES ONLY ATA73 Page 1

Engine Fuel Apr 11/07
7 Describe the power turbina overspeed protection circuit. Answer:

8 Why is it impossible to measure the torque when the Answer:

propeller is braked?

9 Where is the ITT temperatura measured? Answer:

 ( f
Saab Aerotech
Customer Training

1o How is the fuel flow transmitter electrically supplied? Answer:

11 From where does the fuel used indicator get its information? Answer:
12 What happens if you loase your Nq sensor? Answer:

13 Describe the three functions of the overspeed drain valve. Answer:

FOR TRAINING PURPOSES ONLY ATA73 Page 44

Engine Fuel Apr 11/07

l l .
 (

Saab Aerotech
Customer Training

Condltlon lever (CL) {2):

Controls propeller operation and serves as fuel
shutoff control.
The following positions are identified on the
quadrant
FUEL OFF: Fuel and ignition to the engine is TIM: Momentarily moving CL into T/M
shut off. causes the torque motor to be me
FEATHER: With CL in this ranga the propeller chanically locked out. On ground the
is feathered. propeller speed must then be manu
START: Opens the fuel shutoff valva in the ally controlled by the PL. To reset
HMU and allows ignition to come the torque motor, CL must be
on when starter is activated. CL moved to FUEL OFF.
must be in START-FUEL OFF In T/M position, the fuel vapor vent
range to enable propeller brake to opens allowing purging of the engine
be actuated. fuel system.
UNF: Propeller is unfeathered.
Propeller speed is controlled by
PL. GND IDLE gives approx. 950
PROP RPM.
MIN-MAX: Range for propeller constant
speed operation. MIN 1180- =
=
RPM; MAX 1384 RPM. With CL
in this ranga and at low power
where governor speed can not be
maintained, bottoming govemor
function will maintain the mnimum
propeller RPM for normal opera
tion (1040 and above 1200 at
max.

A29850 Controls/lndicators
 Saab Aerotech
Customer Training

Power Lever (PL) (2). Friction lock lever (2).

r-- WARNING----------,
The PL serves as power demand input to the One for PL (left) and one for CL (right). Allows
lt is prohibited to move the Power Lever(s) the friction lock for the respective controls to
HMU. below FLT IDLE when airborne. lf the Power be adjusted to a suitable level.
In the ranga aft of the FLT IDLE position, the Lever(s) are moved below FLT IDLE when
PL also directly controls the propeller pitch for airbome, the propeller(s) will go into low dama
ground operation (beta control) including re pitch A stop r----
verse. prevents
the PL ge r--
angle, the propeller speed will increase uncon from
being ----;J
trolled with extremely high drag, uncontrolled retardad and
be
totallo
-------
-r-----
ss of
engin
e
power
.
cam
low FLT
IDLE
preve
nting
r--
CAU
TIO
jj
when
pulling on
is
N lL
the PL
knob tar
possi da

1
only.
ble to d V
to be full
retard y
moved
to e
below the PL the p
stop into
FL
the beta direct
range.
The latch from
T
IDL (
E
should be
lifted; abov pos
itio
c
- only on e to n
the pri
be or
ground
and after lift
that the ing
the
PL has
latc
h
There allo
are no win
serration g
on the PL
 Saab Aerotech
Customer Training

... :!!"" e same M

T

.... ,...
-
relativa
t; l ::.-1 blade o
PL tar o ...
, posi tion f
movemen dat (be
ts with ion '&m" ..... f'UI'
phased). e
lifted PL mi Only a
latches 1 possible if
Fl c
therefore
ght V PROP
Mechanically
the RPM h
be of the two
it SYNC switch.
hin Fl propellers o
de DOWN: Controls is set t
re the within h
operates propeller 1
d e
PULLED: synchro- Q r
by open. -
phaser. .
a 1
ON: 5 OFF: The
br T synchro-
ac h R phaser is
ket e off.
P
co pr
r o
p Contro
ell A
er 2 ls/1ndi
wi cators
ll
m FOR
ai TRAI
nt NIN
ai
n G
e PUR
q POS
u ES
al
R ONL
P Y
M ATA
a 73
n
d
Engine
k Fuel
e
e
p
th
 Saab Aerotech
Customer Training

Page
46
Apr
11/07
 (

Saab Aerotech
Customer Training

A ENGINE
o LOIL
BYPASS
LCHIP
DETECT
11 RCH IP
DETECT
ROIL
BYPASS
o
LFUEL RFUEL
LOWTEMP LOWTEMP

m m
1-- LIGN ---, RIGN --,
CONT

NORM

OFF

1 START ---,

o
NO l cm R

A B ST: o

FUEL LOW TEMP caution llght (amber) (2).

Comes on if engine fuel temperatura becomes
too low, indicating a failure of the fuel heater or
insufficient PGB oil heat available. ENGINE
(CWP) light and MASTER CAUTION will also
come on.

Fuel flow indicator (2).

lndicates fuel flow delivered by the HMU to the
engine.

A29852 Controls/1ndicators

FOR TRAINING PURPOSES ONLY ATA73 Page 47

Engine Fuel Apr 11/07
 Saab Aerotech
Customer Training

B B TEST2

o
L GEN R

<ID (Q) ovv

ENG OVSPD test switches (A and B). GNO
AIR DATA EMER PWR L AHRS R

For test procedure see AMM.

1 EFIS 2 RUO LIM CAB PRESS

A CENTRAL WARNING PANEL o

A 8 e o
LENG AVIONIC LAV RENG
FIRE SMOKE SMOKE FIRE

LENG CARGO RENG

2 OILPRESS SMOKE CABIN
PRESS ' OILPRESS 2
L TAIL P PROP RTAIR P
3 HOT BRAKE HOT 3
AUTO
4 CONFIG
TRIM 4
AUTO PITCH RUDOER
5 COARSEN TRIM LIMIT 5

6 FUEL t ELEC t RFIRE

OETFAIL 6
FLAPS AIRCOND t 7
EMERLTS
Comes on if an amber fuel caution light HYOR ' UNARMEO
OXVGEN
8
comes AVIONICS
AVIONICS
VENT OOORS t 9
XFEED ON and CONN VLV OPEN li hts. GUST
LOCK
PUSHER
SYSTEM
RSTALL
FAIL 10

ENGINE cautlon llght (amber).

Comes on together with L or A FUEL LOW
TEMP, L or A OIL BYPASS and L or A
CHIP DETECT li hts. Controls/1ndicators
A29853
ATA73 Page 48
FOR TRAINING PURPOSES ONLY Englne Fuel Apr 11/07