PRACTICAL LP N0.-1 (CAR 4.8.1.13 & CAR -66 (14.

1)

OBJECTIVE: -Familiarization of Constructional details, location and

parts of R-11 turbo Jet Engine.

R-11 TURBOJET ENGINE

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SPECIFICATIONS (R-11 Turbojet Engine)
1. General Characteristics
a. Type: Afterburning turbojet
b. Length: 4,600 mm (181.1 in)
c. Diameter: 906 mm (35.7 in)
d. Dry weight: 1,124 kg (2,477 lb)

2. Components
a. Compressor: Axial compressor, 3-stage LPC, 3-stage HPC
b. Combustor: Can-annular, 10 flame tubes.
c. Turbine: Single-stage high pressure Turbine (HPT), single-stage low pressure Turbine
axial (LPT).
3. Performance
a. Maximum thrust
1. 38.7 kN (8,708 lbf) military power
2. 60.6 kN (13,635 lbf) with afterburner
b. Overall pressure ratio: 8.9:1
c. Turbine inlet temperature: 955 °C (1,750 °F)
d. Specific fuel consumption:
1. 97 kg/(hrs·kN) (0.95 lb/(hrs·lbf)) at idle
2. 242 kg/(h·kN) (2.37 lb/(h·lbf)) with afterburner
e. Thrust-to-weight ratio: 53.9 N/kg (5.5:1)

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DESCRIPTION

1. The turbojet engine consists of air intake section, compressor section,

combustion chamber section, turbine section and exhaust section (after burner
and thrust reverser section).
2. Air taken in from an opening in the front of the engine is compressed to 3 to
12 times its original pressure in compressor.
3. Fuel is added to the air and burned in a combustion chamber to raise the
temperature of the fluid mixture to about 1,100°F to 1,300° F.
4. When hot air is passed through a turbine which drives the compressor.
5. If the turbine and compressor are efficient, the pressure at the turbine discharge
will be nearly twice the atmospheric pressure and this excess pressure is
sent to the nozzle to produce a high-velocity stream of gas which produces a
thrust.
6. Afterburner positioned after the turbine and before the nozzle. The result of this
increase in temperature is an increase of about 40 percent in thrust at
takeoff and a much larger percentage at high speeds once the aircraft is in the
air.
7. Turbojet engine is a reaction engine which expanding gases push hard
against the front of the engine.

LOCATION OF TURBO JET ENGINE

1. Under the wing. 2. To the fuselage.

PARTS OF TURBO JET ENGINE

1. Air intakes section. 5. Afterburners (reheat) section.

2. Compressors section. 6. Nozzle section.
3. Combustors section. 7. Thrust reversers section.
4. Turbines section.

CONCLUSION: - We are understood the Constructional details, location

and parts of R-11 turbo Jet Engine.

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 PRACTICAL LP NO -2 (CAR 4.8.1.13 & CAR -66 (14.1)
OBJECTIVE: - Familiarization of Constructional details, location and parts of Turbo-Prop
Engines.

DESCRIPTION

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TURBOPROP ENGINE
1. A turboprop engine propels the aircraft using a propeller, as well as, an air jet.
2. The turbine in the engine extracts more energy compared to a jet because it must power the
propeller as well as the compressor.
3. The amount of propeller thrust varies up to 90% of the total thrust depending on type.
4. The air, compressed and burnt with injected fuel, is discharged through a turbine transmitting
its energy to the compressor and via a gearbox to the propeller.
5. Reduction gearing, in the ratio of 5 – 20 to 1 is needed to prevent the speed of the propeller
blades reaching supersonic levels.
6. Turboprop engines are commonly found on smaller, shorter range, commercial aircraft.

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OPERATION OF TURBOPROP ENGINE
1. The turboprop uses a gas turbine (jet engine) to turn a propeller. There are
two main parts to a turboprop propulsion system, the jet engine and the
propeller.
2. The jet engine found in turboprops is very similar to a jet engine, except that
instead of expanding all the hot exhaust gases through the nozzle to produce
thrust, most of the energy of the exhaust gases is used to turn the turbine.
3. Additional turbine stage present which is connected to a drive shaft. The
drive shaft is connected to a gearbox.
4. The gearbox is then connected to a propeller that produces most of the
thrust. The exhaust velocity of a turboprop is low and contributes little thrust
because most of the energy of the core exhaust has gone into turning the
drive shaft.
5. Propellers are most efficient at slow and medium speeds (propellers become
less efficient as the speed of the aircraft increases). Propellers also improve
takeoff and climb performance.
6. Turboprop engines are most efficient at speeds between 220 and 350 knots
and altitudes between 18000 and 30000 feet. They also perform well at the
slow speeds required for takeoff and landing, and are fuel efficient.
7. The minimum specific fuel consumption of the turboprop engine is normally
available in the altitude range of 25000 feet up to the tropopause.
8. The power of a turboprop engine is measured in shaft horsepower (shp).
9. Shaft horsepower is determined by the RPM (revolutions per minute) and the
torque (twisting moment) applied to the propeller shaft.
10.In normal cruising speed ranges, the propulsive efficiency (output divided by
input) of a turboprop decreases as speed increases.
11.The propeller of a typical turboprop engine is responsible for roughly 90
percent of the total thrust under sea level conditions on a standard day.
12.The excellent performance of a turboprop during takeoff and climb is the
result of the ability of the propeller to accelerate a large mass of air while the
airplane is moving at a relatively low ground and flight speed.
13.In cold weather conditions, torque limits can be exceeded while temperature
limits are still within acceptable range.
14.In hot weather conditions, temperature limits may be exceeded without
exceeding torque limits.
15.In any weather, the maximum power setting of a turbine engine is usually
obtained with the throttles positioned somewhat aft of the full forward
position.

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ADVANTAGES AND DISADVANTAGES OF THE TURBOPROP ENGINE

Advantages:
1. Higher efficiency than turbojet engine.
2. Shorter runways than turbojet engine.
3. Minimize drag in the event of engine failure which is not possible for jet
or turbofan engines.
4. Mechanical reliability due to relatively few moving parts.
5. Light weight.
6. Simplicity of operation.
7. High power to weight ratio.
8. Runs on any liquid fuel that can be atomized.

Disadvantages:
1. Propellers lose efficiency at high altitudes.
2. Vibration levels can cause slight passenger discomfort.
3. En-route weather (icing/turbulence) can cause problems and
additional passenger discomfort due to operating altitudes (often in
clouds).
4. Older generation turboprops are slow.
LOCATION OF TURBO PROP ENGINES
1. Under the wing.
2. Front of the aircraft nose.

PARTS OF TURBO PROP ENGINES

1. Air intake section (with propeller blade).
2. Compressor section.
3. Combustor/burner section.
4. Turbine section.
5. Exhaust section.

CONCLUSION: - We are understood the Constructional details, location and parts of

Turbo-Prop Engines.

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 MODULE 14 PRACTICAL LP NO -3 (CAR 4.8.1.13 & CAR -66 (14.1)

OBJECTIVE: -Familiarization of Constructional details, location and parts of

Turbo Shaft Engines.

DESCRIPTION

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1. The gas turbine engine mounted on most helicopters is made up of a
compressor, combustion chamber, turbine, and accessory gearbox
assembly.
2. The compressor draws filtered air into the plenum chamber and compresses
it. Common type filters are centrifugal swirl tubes where debris is ejected
outward and blown overboard prior to entering the compressor, or engine
barrier filters (EBF).
3. The compressed air is directed to the combustion section through discharge
tubes where atomized fuel is injected into it.
4. The fuel/air mixture is ignited and allowed to expand. This combustion gas is
then forced through a series of turbine wheels causing them to turn. These
turbine wheels provide power to both the engine compressor and
the accessory gearbox.
5. Depending on model and manufacturer, the rpm range can vary from a range
low of 20,000 to a range high of 51,600.
6. Power is provided to the main rotor and tail rotor systems through the
freewheeling unit which is attached to the accessory gearbox power output
gear shaft.
7. The combustion gas is finally expelled through an exhaust outlet.
8. Thetemperature of gas is measured at different locations and is referenced
differently by each manufacturer (inter-turbine temperature (ITT), exhaust
gas temperature (EGT), or turbine outlet temperature (TOT)).
9. Many helicopters use a turboshaft engine to drive the main transmission and
rotor systems.

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CONCLUSION: - We are understood the Constructional details, location and parts of
Turbo Shaft Engines.
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 MODULE-14 PRACTICAL LP NO-4 (CAR 4.8.1.13 & CAR -66 (14.1)

OBJECTIVE: -Familiarization of Constructional details, location and

parts of Turbo Fan Engines.

DESCRIPTION

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2
Turbofan Engine

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1. Turbofan engine has a large fan at the front which sucks in air.
2. Most of the air flows around the outside of the engine, making it quieter and giving
more thrust at low speeds.
3. In a turbojet all the air entering the intake passes through the gas generator,
which is composed of the compressor, combustion chamber, and turbine.
4. In a turbofan engine only a portion of the incoming air goes into the combustion
chamber. The remainder passes through a fan, or low-pressure compressor, and is
ejected directly as a "cold" jet or mixed with the gas-generator exhaust to
produce a "hot" jet.
5. The objective of this sort of bypass system is to increase thrust without increasing
fuel consumption. It achieves this by increasing the total air-mass flow and
reducing the velocity within the same total energy supply.

Turbofan engine is divided into three classifications

1. Low bypass Turbofan engine
2. Medium bypass Turbofan engine
3. High bypass Turbofan Engine

PARTS OF A TURBOFAN ENGINE

1. Fan section.
2. Compressors section.
3. Combustor section.
4. Turbines section.
5. Exhaust section.
6. Nozzle section.

LOCATION OF TURBOFAN ENGINE

1. Under the wing.

2. To the fuselage.

CONCLUSION: - We are understood the Constructional details, location and parts of

Turbo Fan Engines.
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 MODULE-14 PRACTICAL LP NO-5 (CAR 4.8.1.13 & CAR -66 (14.1)

OBJECTIVE: -Familiarization of Electronic Engine control and fuel

metering systems (FADEC).

DESCRIPTION

FUEL METERING SYSTEMS (FADEC)

Gas turbine engine fuel controls can be divided into three basic groups
1. Hydromechanical fuel control.
2. Hydromechanical/electronic fuel control.
3. Full Authority Digital Engine (or Electronics) Control (FADEC) fuel
control.

INTRODUCTION
1. Hydro-mechanical/electronic fuel control is a hybrid of the two types of fuel
control but can function solely as a hydromechanical control.
2. Dual mode inputs and outputs are electronic and fuel flow is set by servo
motors.
3. FADEC uses electronic sensors for its inputs and controls fuel flow with
electronic outputs.
4. FADEC-type control gives the electronic controller (computer) complete control.
5. FADEC system depends completely on sensor inputs to the electronic engine
control (EEC) to meter the fuel flow.

1
6. The fuel metering device meters the fuel using only outputs from the
EEC. Most turbine fuel controls are quickly going to the FADEC type of
control. This electronically controlled fuel control is very accurate in
scheduling fuel by sensing many of the engine parameters.

7. The fuel control can sense many different inputs such as power lever position,
engine rpm for each spool, compressor inlet pressure and temperature,
burner pressure, compressor discharge pressure and many more
parameters as needed by the specific engine.

COMPONENTS OF HYDROMECHANICAL FUEL CONTROL

1. Servo metering valve assembly.
2. Servo pressure regulator.
3. Fuel bypass valve.
4. Mechanical speed governor.
5. Vane fuel pump.
6. Start fuel enrichment solenoid.
7. Pressurizing valve.
8. Fuel oil cooled cooler(FCOC)

HYDROMECHANICAL FUEL CONTROL

2
HYDROMECHANICAL/ELECTRONIC FUEL CONTROL
1. Electronic fuel control unit (EFCU).
2. Engine electronic control (EEC).

ENGINE CONTROL SYSTEM

3
4. FADEC FUEL CONTROL SYSTEMS

1. Full Authority Digital Engine (or Electronics) Control (FADEC) has been
developed to control fuel flow on most new turbine engine models.
2. True FADEC system has no hydro-mechanical fuel control backup system.
3. FADEC system uses electronic sensors that feed engine parameter information
into the EEC.
4. EEC gathers the needed information to determine the amount of fuel flow
and transmits it to a fuel metering valve.
5. Fuel metering valve simply reacts to the commands from the EEC.
6. EEC is a computer that is the computing section of the fuel delivery system and
the metering valve meters the fuel flow.
7. FADEC systems are used on many types of turbine engines from APUs to the
largest propulsion engines.

CONCLUSION: - We are understood the Electronic Engine control and fuel metering
systems (FADEC).

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 PRACTICAL LP NO-6 (CAR 4.8.1.13 & CAR -66 (14.1)

OBJECTIVE: -Familiarization of Exhaust gas temperature/Inter-stage

turbine temperature systems.

DESCRIPTION

EXHAUST GAS TEMPERATURE INDICATOR (EGT)

1
 Exhaust Gas Temperature Indicator (EGT)

1. Exhaust gas temperature (EGT), turbine inlet temperature,(TIT), turbine gas

temperature (TGT), Inter-stage turbine temperature (ITT), and turbine outlet
temperature (TOT) are all relative temperatures used to monitor the
temperature of the exhaust gases entering the first stage turbine inlet
guide vanes.
2. Even though these temperatures are taken at different locations on the engine
(each engine having one location), they are all relative to the temperature of the
gases entering the first stage turbine inlet guide vanes.
2
3. Temperature is an engine operating limit and is used to monitor the mechanical
integrity of the turbines, as well as to check engine operating conditions.
4. The temperature of the gases entering the first stage turbine inlet guide vanes is
the important consideration since it is the most critical of all the engine variables.
5. Temperature thermocouples are inserted at the turbine discharge where the
temperature provides a relative indication of that at the inlet.
6. Although the temperature at this point is much lower than at the inlet, it provides
surveillance over the engine’s internal operating conditions. Several
thermocouples are usually used, that are spaced at intervals around the
perimeter of the engine exhaust duct near the turbine exit.
7. The EGT indicator in the flight deck shows the average temperature measured by
the individual thermocouples.

CONCLUSION: - We are understood the Exhaust gas temperature/Inter-stage

turbine temperature systems.

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 PRACTICAL LP NO-7 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: -Familiarization of Engine Thrust Indication (Engine Pressure Ratio

(EPR), engine turbine discharge pressure or jet pipe pressure systems.

DESCRIPTION

1
ENGINE PRESSURE RATIO (EPR) INDICATOR

1. The engine pressure ratio (EPR) is the total pressure ratio across a
jet engine, measured as the ratio of the total pressure at the exit of the
propelling nozzle divided by the total pressure at the entry to the
compressor.
2. Jet engines use either EPR or compressor/fan RPM as an indicator of
thrust.
3. The ratio of the turbine dischargetotal pressure to the compressor inlet
total pressure.
4. EPR is normally used as the parameter to determine the amount
ofthrust an axial-flow turbojet or turbofan engine is producing.
5. EPR is an indication of the thrustbeing developed by a turbofan engine.
6. EPR is used to set powerfor takeoff on many types of aircraft.
7. It is instrumented by total pressure pickups in the engine inlet (Pt2) and
in the turbine exhaust (Pt7).
8. The reading is displayed in the flight deck by the EPR gauge, which is
used in making engine power settings.

ENGINE PRESSURE RATIO

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CONCLUSION: - We are understood the Engine Pressure Ratio (EPR), engine turbine
discharge pressure or jet pipe pressure systems.

Signature of the Instructor Signature of Chief Instructor

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 PRACTICAL LP NO-9 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: - Familiarization of Oil pressure Engine indicating

Systems.

DESCRIPTION

ENGINE OIL PRESSURE INDICATIN SYSTEM

1.It is powered by either 26VAC OR 115V AC from the aircraft bus.
2.The transmitter receives two input pressure signals; one is engine vent subsystem
pressure and other is engine oil pressure.
3.The signal applies pressure to a pair of opposing bourdon tube which is linked
mechanically to an electro magnet in a coil.
4.When the magnet rotates within its electrical field, the indicator magnet also
rotates because it is in a similar connected in parallel with transmitter coil.
5.Example
6.For Positive sump
a. 80 psig oil pressure
b. (+5) psig vent pressure

75 psig corrected oil pressure (cockpit indicator)

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7.For negative sump
a. 80psig oil pressure
b. (+5) psig vent pressure

85psig corrected oil pressure (cockpit indicator)

8.If bearing seals leak excessive amounts of air into the sump then the pressure
becomes less negative, moving toward zero gauge pressure or ambient. The
back pressure which occurs will retard normal oil flow from the oil jets.
9. The oil pressure indicator usually shows the engine oil pump discharge pressure.
10.Red radial at maximum and/or minimum permissible pressures established as
engine operating limitation.
11. Green arc at normal operating.
12.Yellow arc at cautionary ranges indicating any potential hazard due to over
pressure during cold start, low pressure during idle.

CONCLUSION: - We are understood the Oil pressure Engine indicating Systems.

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 PRACTICAL LP NO-09 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: - Familiarization of Fuel pressure, temperature and flow in Engine

Indicating Systems.

DESCRIPTION

1. The fuel flow meter is normally used only in multiengine aircraft. The system
consists of a transmitter and an indicator.
2. The transmitter is installed in the fuel inlet line to the engine, where it
measures the rate of fuel flow.
3. The transmitter is electrically connected to the indicator located in the
cockpit.
4. It is measures fuel consumption in PPH (pounds per hours).
5. It is an electrical powered by either 26V AC OR 115V AC from the aircraft bus.

TYPE OF FUEL FLOW INDICATING SYSTEM

1. Vane type flow meter system (volume of fuel flow).
2. Synchronous mass flow system (mass flow).
3. Motorless mass flow meter system (mass flow).

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2
FUEL TEMPERATURE INDICATOR
1. Checking the temperature of the fuel in the tanks and at the engine is
provided on some turbine powered aircraft.
2. During extreme cold, especially at altitude, the gauge can be checked to
determine when fuel temperatures are approaching those at which there
may be danger of ice crystals forming in the fuel.
3. The temperature and pressure of the low pressure fuel supply are
electrically transmitted to their respective indicators.
4. The temperature and pressure show if the low pressure system is providing
an adequate supply of fuel without cavitation and a temperature to suit
operating conditions.
5. On some engine having fuel differential pressure switch, fitted to the low
pressure fuel filter, senses the pressure difference across the filter
elements.
6. The switch is connected to warning lamp that provides indication of partial
filter blockage, with possibility of fuel starvation.

Fuel flow transmitter and indicator

FUEL PRESSURE INDICATOR

1. The fuel pressure gauge indicates the pressure of the fuel entering the
carburetor.

2. This gauge may be included with the oil pressure gauge and the oil
temperature gauge in one casing, called the engine gauge unit.

3. Most aircraft today have separate gauges for these functions.

4. The fuel pressure gauge is a differential pressure indicator

3
PRESSURE WARNING SIGNAL

1. Consists of a pressure sensitive mechanism and a warning light.

2. The warning mechanism has both a fuel and an air connection.

CONCLUSION: - We are understood the Fuel pressure, temperature and flow in Engine
Indicating Systems.

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 PRACTICAL LP NO-10 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: - Familiarization of Manifold pressure in Engine

Indicating Systems.

DESCRIPTION

1
1. The induction system of cause being the air / fuel mixture that is between the throttle and the
cylinders.
2. The more air and fuel we can pump or pull into the cylinders, the more power the engine can
develop (which makes us fly faster).
3. When you can measure how much air pressure is in the induction system, just before the air /
fuel mixture enters into the cylinders, you will have a good idea of how much power you are
developing.
4. In normally aspirated engines (non turbo-charged), the manifold pressure gauge has a range
of anywhere between 10 – 40 in. hg (inches of mercury).
5. In a turbocharged engine, the manifold pressure is allowed to go as high as the engine
manufacturer allows. When the engine is shut down, the manifold pressure gauge should read
very close to the current atmospheric pressure setting.
6. In order to equate manifold pressure to aircraft performance we need to look in our Airplane
Flight Manual.

CONCLUSION: - We are understood the Manifold pressure in Engine Indicating Systems.

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 PRACTICAL LP NO-11 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: - Familiarization of Engine torque in Engine Indicating

Systems.

DESCRIPTION

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2
3
1. Torque meter are two types one is
a. Hydro-mechanical torque indicating system.
b. Electronic torque indicating system.
2. Turboprop/turboshaft engine power output is measured by the torquemeter.
3. Torque is a twisting force applied to a shaft.
4. The torquemeter measures power applied to the shaft.
5. Turboprop and turboshaft engines are designed to produce torque for driving a
propeller.
6. Torquemeters are calibrated in percentage units, foot-pounds, or psi.
7. A torque sensor, torque transducer or torque meter is a device for measuring and
recording the torque on a rotating system, such as an engine, crankshaft ,
gearbox, transmission, rotor or cap torque tester.
8. Static torque is relatively easy to measure.
9. Dynamic torque, on the other hand, is not easy to measure, since it generally
requires transfer of some effect (electric, hydraulic or magnetic) from the shaft
being measured to a static system.

CONCLUSION: - We are understood the Engine torque in Engine Indicating

Systems.

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 PRACTICAL LP NO-12 (CAR 4.8.1.13 & CAR -66 (14.2)

OBJECTIVE: - Familiarization of Propeller speed in Engine Indicating Systems.

DESCRIPTION

1. The propeller converts engine power into an aerodynamic force.

2. The portion of the force acting forward is the thrust power, and the portion acting in the plane of
rotation is the propeller torque.
3. In un-accelerated level flight, the propeller torque balances the engine torque while thrust
balances the aircraft's aerodynamic drag.
4. The thrust conversion efficiency depends on the propeller configuration and aircraft speed.
5. The simple fixed-pitch configuration is inefficient at most speeds.
6. The variable-pitch, constant-speed propeller is reasonably efficient at most speeds
7. Propeller speed and torque fluctuations occur due to changes in engine power, changes in
propeller pitch, or a combination of the two.
8. If RPM and torque increase or decrease together, the situation is usually caused by a change
in the power delivered to the propeller.
9. If either RPM or torque increases while the other decreases, the situation is usually caused by
a blade angle change.
10. If the frequency or rate of the fluctuation is low, it may be possible to determine its source
through cockpit instrumentation.
11. High-frequency fluctuations may not lend themselves to in-flight diagnosis; on-ground
troubleshooting will likely be required.
12. Refer to the airframe manufacturer’s recommendations for specific procedures during
RPM/Torque fluctuation.

1
 PROPELLER SPEED

GOVERNOR MECHANISM

1. Under speed Condition

2. Over speed Condition

3. On-Speed Condition

2
UNDERSPEED CONDITION

1. When the engine speed is operating below the propeller rpm (engine speed < propeller rpm)
set by the pilot using the cockpit control, the governor is operating in an under-speed condition.

2. The flyweights tilt inward because there is not enough centrifugal force on the flyweights to
overcome the force of the speeder spring.

3. The pilot valve, forced down by the speeder spring, meters oil flow to decrease propeller pitch
and raise engine rpm. If the nose of the aircraft is raised or the blades are moved to a higher
blade angle, this increases the load on the engine and the propeller tries to slow down. To
maintain a constant speed, the governor senses the decrease in speed and increases oil flow
to the propeller, moving the blades to a lower pitch and allowing them to maintain the same
speed.

4. When the engine speed starts to drop below the rpm for which the governor is set, the resulting
decrease in centrifugal force exerted by the flyweights permits the speeder spring to lower the
pilot valve (flyweights inward), thereby opening the propeller-governor metering port.

5. The oil then flows through the valve port and into the propeller piston causing the blades to
move to a lower pitch (a decrease in load).

OVERSPEED CONDITION

1. When the engine speed is operating above the engine rpm (engine speed > propeller rpm) set
by the pilot using the cockpit control, the governor is operating in an over-speed condition.

2. The centrifugal force acting on the flyweights is greater than the speeder spring force.

3. The flyweights tilt outward and raise the pilot valve. The pilot valve then meters oil flow to
increase propeller pitch and lower engine rpm.

4. When the engine speed increases above the rpm for which the governor is set, note that the
flyweights move outward against the force of the speeder spring, raising the pilot valve. This
opens the propeller-governor metering port, allowing governor oil flow from the propeller piston
allowing counterweights on the blades to increase pitch and slow the engine.

5. When the engine is operating above the rpm set by the pilot using the cockpit control, the
governor is operating in an over-speed condition.

6. In an over-speed condition, the centrifugal force acting on the flyweights is greater than the
speeder spring force. The flyweights tilt outward and raise the pilot valve.

7. The pilot valve then meters oil flow to increase propeller pitch and lower engine rpm. When the
engine speed increases above the rpm for which the governor is set, note that the flyweights
move outward against the force of the speeder spring, raising the pilot valve. This opens the
propeller-governor metering port, allowing governor oil flow from the propeller piston allowing
counterweights on the blades to increase pitch and slow the engine.

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ON-SPEED CONDITION

1. When the engine speed is operating equal to the engine rpm (engine speed =propeller rpm)
set by the pilot using the cockpit control, the governor is operating in an on speed condition.

2. The centrifugal force acting on the flyweights is equal to the speeder spring force.

CONCLUSION: - We are understood the Constructional details, location and parts of Turbo
Fan Engines.

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