NEW LIMITATION CHANGE TO · 10 Signal Data Translator 34 Ion Front View Photograph of Signal Data Translator 35 II System Timing Diagram Recording System Signal Data 39 Translator

UNCLASSIFIED

AD NUMBER

AD856377

NEW LIMITATION CHANGE

TOApproved for public release, distributionunlimited

FROMDistribution authorized to U.S. Gov't.agencies and their contractors;Administrative/Operational Use; Jun 1969.Other requests shall be referred to Deputyof Engineering, Directorate of Propulsion& Power Subsystem Engineering, ASNJD,Wright-Patterson AFB, OH 45433.

AUTHORITY

Aeronautical Systems Division ltr, 15 Sep1971

THIS PAGE IS UNCLASSIFIED

SEG-TR-67-44

cyz TURBOJET ENGINE ANALYZER SYSTEM

W. 1. HARRIS

The Garrett Corporation, AiRewach Manufacturing Company

let.

TECHNICAL REPORT SEG-TR-67-44

JUNE 1909 -

A-

This document is sublect to special export contsols and each transmttal

to foreign governments or foreign national trw be made only with priorapproval of Deputy of Engineering, Directorate of Propulsion & Power

L iubaymtini Enwinowring. ASqNJD Wricrt-Pftt.V~on Air Vnwe Rn.

Ohio 45433

DEPUTY FOR ENGINEERINGAERONAUTICAL SYSTEMS DIVISION

AIR FORCE SYSTEMS COMMANDWRIGHT-PATTERSON AIR FORCE BASE, OHIO

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I NOTICEI

When Government drawings, specifications, or other data are used for anypurpose other than in connection with a definitely related Government procure-ment operation, the United States Government thereby incurs no responsibilitynor any obligation whatsoever; and the fact that the Government may have formu-lated, furnished, or in any woy supplied the said drawings, specifications, orother data, is not to be regarded by implication or otherwise as in any mannerlicensing the holder or any other person or corporation, or conveying anyrights or permission to manufacture, use, or sell any patented invention thatmay in any way be related thereto.K. This document is subject to spacial export controls, 4nd each transmittalto foreign governments or foreicln nationals may be made only with priorapproval of Deputy of Engineering, Directorate of Propukion & Power SubsystemEngineering ASNJD, Wright-Patterson Air Force Base, Ohio.

The distribution of this report is limited because it includes informa-tion of test and evaluation requirements for equipment to assess service lifeand reliability of turbojet engines.

Restrictive legends on drawings included in this report do not apply.

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Copies of this report should not be returned unless return is required

by security considerations, contractual obligations, or notice on a specificdocument.

100 - july 1969 - C0455 - 84-1857

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ISEG-.TR-67-44

I

TURBOJET ENGINE AkNALYXER SYSTEM i-

W. 1. HARRISI II I

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This dcuiment is subject to special export controls and each transmittalto foreign governments or foreign nationals may be made only with priorapproval of Deputy of Enginrering, Directorate of Propulsion & PowerSuosysemn Errgineeming, ASN-j D, Wright-rauerson Air Force Base,Ohio 4U.43.,

FOREWORD

The hardware covered In this report was developed under USAF Project3147, Task 314701, by AIResearch Manufacturing Company, a Division of TheGarrett Corporation, 2525 West 190th Street, Torrance, California, in responseto Purchase Request 120143, initiated by Aeronautical Systems Division, AirForce Systems Command, United States Air Force. This research and developmentprogram, for a Turbojet Engine Analyzer System, was conducted in compliancewith Contract AF 33(657)11503 covering a time period of May 1965-July 1965.

The project was administered for Aeronautical Systems Division, Directorateof Propulsion and Power Subsystems Engineering, Deputy for Engineering byHollis G. Zerkle, (ASNJD), who served as Air Force Project Engineer

This technical report has been reviewed and is approved.

Richard M. Ellis, ChiefAir Breathing Engine BranchEngine Development DivisionDirectorate of Propulsion andPower Subsystems Engineering

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i ABSTRACT

This report describes Turbojet Engine Analyzer Systems as developed forapplication to J75-19W and J79-15 engines. Included are descriptions and designdetails of each major system component. The theory of operation, the modularbreakdown, the self-test provisions, and the adjustments of the components arepresented. Similar material is included on the System Ground Calibrator, apiece of ground support equipment.

The system is designed to monitor, analyze, and assess complete turbojetI engine performance during ground and flight operations for the purpose of detect-

ing required maintenance and diagnosing incipient or actual failures.

i This abstract is subject to special export controls, and each transmittal

to foreign governments or foreign nationals may be made only with prior appro-val of Deputy of Engineering, Directorate of Propulsion & Power SubsystemEngineering, ASNJD, Wright-Patterson Air Force Base, Ohio.

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CONTENTS

ParagqrSp Page

I .0 INTRODUCTION I

2.0 DISCUSSION 3

2.1 General 3

S2.2 Description of the F-1OSD System 3

2.2.1 Transducers 3

2.2.2 Computer/Display 14U

2.2.3 Signal Data Translator 32

2.2.4 Recorder 52

2.3 Description of F-4C System 57

2.3.1 Transducers 57

2.3.2 Computer/Display 63

2.3.3 Signal Data Translator 67

2.3.4 Recorder 70

2.4 Ground Calibrator 70

2.4.1 Calibrator Sub-Units 75

1 2.4.2 Simulator Characteristics and Accu~acy 80Appendix ____I

I Circuit Schematics for F-105D 85

II Circuit Schematics for F-4C 115

III Circuit Schematics for F-105D and F-4C 149Syst;em Ground Calibrator

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ILLUSTRATIONS

Fi gure Page

I Turbojet Engine Analyzer System Functional Block Diagram 4(J75-19W Engine)

2 Turbojet Engine Analyzer System Functional.Block.Diagram 5(J79-15 Engine)

3 Data Acquisition and Processing Block Diagram 6

4 Engine Analyzer System Computer/Display 15

5 Computer/Display Face 16

6 Computer/Display Signal Flow Diagram 19

7 Block Diagram and Exploded View of Computer/Display 29

8 Computer/Display Self-Test Circuitry 31

9 Computer/Display Showing Calibration Adjustments 33

10 Signal Data Translator 34

Ion Front View Photograph of Signal Data Translator 35

II System Timing Diagram Recording System Signal Data 39Translator and Recorder

12 Block Diagram of Signal Data Translator 41

13 Analog-to-Digital Converter 48

14 Signal Data Translator Exploded View 51

15 Signal Data Translator Self-Test Circuitry 53

16 Engine Analyzer System Data Recorder, Isometric View 54

17 Recorder Functional Diagram 56

18 Computer/Display Self-Test Circuitry 68

19 Engine Analyzer Ground Calibrator 72

20 Engine Analyzer Ground Calibrator Block Diagram 74

21 Ground Calibrator Face 76

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iFigure Page

22 Block Diagram of Ground Calibrator SDT Readout 78

23 Oil Breather Pressure (P/N 538947-2) and 87Compressor Discharge Pressure (P/N 538947-1)Transducer Circuit Schematic

24 Compressor Discharge Temperature Transdu-er ,?/N 538952) 88Circuit Schematic

25 Compressor Inlet Pressure Transducer (P/N 538962-1-1) 89Circuit Schematic

26 Exhaust Gas Transducer (P/N 538380) Circuit Schematic 90

27 Oil Temperature Switch (P/N 538948) Circut Schematic 91

28 Oil Temperature Transducer (P/N 538950) Circuit Schematic 92

29 Power Lever Angle Transducer (P/N 538444-i-i) 95Circuit Schematic

30 Compressor Discharge Fressure Transducer (P/h 538947-1) 117Circuit Schematic

31 Compressor Discharge Temperature Transducer (P/N 538952) 118Circuit Schematic

32 Compressor Inlet Pressure Transducer (P/N 538562-1-1) 19Circuit Schematic

33 Exhaust Gas Temperature Transducer (P/N 538382) 120Circuit Schematic

34 Exhaust Nozzle Area Transducer (P/N 538440-1-1) 121

Circuit Schematic

35 Inlet Guide Vane Transducer (P/N 538422-1-1) 122Circuit Schematic

36 Oil Pressure Switch (P/N 538957) Circuit Schematic 123

57 !! S,-tmp Pressure Tr-nseAcer (P/N CARO7.7-) 12-4Circuit Schematic

38 Oil Temperature Switch (P/N 538948) Circuit Schematic 125

39 Oil Temperature Transducer (P/N 802187) Circuit Schematic 126

40 Power Level Angle Transducer (P/N 538444-I-I) 127Circuit Schematic

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TABLES

S~Pace

I F-1O5D Engine Analyzer System Data 7

II F-1O5D Fnglne Analyzer System Power Data 9

Computer/Display Flag Characteristics Is

VI J75-P-19W/F-105D Referred Fuel Flow Computer/Display 24Inputs, Function Ranges, and Slew Rates

v J75-P-19W/F-105D Engine Temperature Ratio Computer/Display 26Inputs, Function Ranges and Slew Rates

VI Parameter Frequency of Signal Data Translator Output 36F-IO5D Engine Analyzer System

VII Signal Data Translator Inputs 37

VIXI Time Sequence of Signal Data Translator Output 38

IX Significant Recorder and Output Tape Features 52

X F-4C Engine Analyzer System Data 58

X1 Computer/Display Flag Characteristics 64

XII J79-GE-15/F-4C Referred Fuel Flow Computer/Display Inputs, 65Function Ranges and Slew Rates

XIII J79-GE-15/F-AC Engine Temperature Ratio Computer/Display 66Inputs, Function Ranges'and Slew Rates

XIV F-4C Signal Date Translator Inputs 69

Xv Parameter Frequency of Signal Data Translator Output, 70F-4C Engine Analyzer System

SI Time Sequence of SDT Output 71

fIUroit ralnul Function 81

XVIII Fixed SDT Functions (Internal to Calibrator) 82

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1.0 INTRODUCTION

The Turbojet Engine Analyzer System Program was Initiated by U. S. AirForce Operational Support Requirement (OSR) 322 in July 1958. That documentestablished the requirement for an Engine Analyzer System which was to upgradethe task of maintaining aircraft turbojet engines The desired functions wereS13 assessment of current engine condition, (2)"diagnosis of malfunctions, and

prediction of next mission confidence and time until maintenance. It wasrecognized that achievement of these goals of assessment, diagnosis, and pre-diction would logically lead to achievement of the overall objectives of reducedmaintenance costs, Increased operational effectiveness, and Improved flight safety.

The program has been characterized by an orderly development progressionunder USAF control. For a short period following the establishment of the OSR,various attempts were made to implement the requirement by the most simple,straightforward, obvious approaches. While these were valuable efforts, theresults were insufficient, and in 1961 competition was held to select a con-tractor for a basic study program. Separate and parallel studies were awardedto The Garrett Corporation and to General Electric Company to determine thefeasibility of the requ;rement and to establish the basic theory behind its imple-mentation. Both studies were completed In mid-1962 and both concluded that thesystem was, in fact, feasible.

A major objective of the study program was to determine what engine parame-ters to measure, how and where to collect these data, how to rapidly and auto-matically Interpret them, and, finally, how to present the evaluated results

Sto Air Force maintenance personnel in optimum fashion. At this point, a secondcompetition was held, resulting in the selection of The Garrett Corporation asthe Phase 11 contractor. Beginning in April 1963, the study recomimendationswere implemented in a program including final hardware design, hardware fabri-cation, installation on two F-105D and two F-4C aircraft, finalization of digi-tal computer programs, and conductance of a one-year flight test program andprocessing of test data.

This report describes the hardware utilized in Phase It of the program. Aco-.p-n!on reprt, SeCTh-ýV --L prcs;nlts thc ,...|,.f th. *U li9,& teSt,, ~~_ r #Ires11-- th-D-V r# e sult %low I 1 l 116l

evaluation of the engine analyzer systems and describes the development andapplication of data processing programs for analysis of engine analyzer data.

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2.1 rinneral

The Turbojet Engine Analyzer System is functionally represented in Fig-ures i and 2. The system moesures Indicative engine operating parameters bymeans of the network of transducers, sensors, and switches. The signals fromthese devices or* used for two purposes. The Computer/Display monitors cer-tain if the parameters; If any of these operptIng conditions exceed predeter-mined limits, red flags are presented on the face of the Computer/Display toIndicate this over-limit occurrence. The Signni Data Translator convertsInput analog signals Into digital signals and sequentially feeds them to theRecorder, along with certainA paramters calculated by the Computer/Display,and with documentary Identification data, such as engine serial number and date.This docunnfary data is manually entered Into the Engine Analyzer System bymeans of digital thimbwhteels on the face of the Signal Data Translator. Therecorder then produces a record on magnetic tape of the measured engine opera-tIng conditions throughout the flight. This tape recording can be processed bya digital computer facility using the Turbojet Engine Analyzer Data ProcessingProgram to yield analyses of the health of the engine, Its performance, andIts efficiency, to find trends In tt.e degradation of the health and perfor-mance of the engine, and to extrapolate these trends to predict future engineefficiency, performance, health, and life expectancy. Figure 3 Is a blockdiagram of the dcta acquisition and processing system. Shown are the data,equipment, and steps Involved In making an engine health assessment anddieanosls.

As evident from Figures I and 2, two Engine Analyzer Systems have beendeveloped: One for J75-19W engines (F-1O5D aircraft) and one for J79-15engines (F-4C aircraft). They will be referred to hereafter as the F-IO5DSystem and the F-AC Systen.

2.2 Description of F-105D System

The F-105D Eigine Analyzer System comprises one Computer/Display, oneSignal Data Translator, one Recorder, one set of transducers, and Interconnec:-Ing ca.ble, pneuma..t!c lines, end connectors. A com.p-ete l!st of the transducersIs given In Table 1; the table also presents salient characteristics of theEngine Analyzer System Including the part numbers, form-factor, and weight ofeach of the major 3ystem cw•oonents. Table 11 presents the power requirementsof the system components. A:÷pendix I presents complete electrical circuitryschematic for the system components.2.2.1 Transducers

The aiystem Includes a set of transducers which measure the temperatures,pressures, ON-OFF switch conditions, fuel flow, and speed (rpm) which

;n hcat f.,nanges Of ,how G59jna jew UaUI*t i Condituionvis. TOMw .1.11 .s... "I. "I Wo..

the following types:

I. Variable reluctance transducers

2. Position variable resistance transducers

3. Temperature variabe resistance transducers

4. Pressure switches

3t

ENGINE TRANSD4UCERS

01=1

COMPUTER/ r e .DISPLAY

IDENTIFICATIONDATA

SIGNAL DATATRANSLATOR

I,0o.o: . 77 1Eni

Flgurt I. Engine Anolyzer System FunctionalBlock Diagram (J75-19W Engine)

L-H ENGINE TIRANSDUCERS R-N ENGINE TRANSDUCERS

_ _A _

DISPLAY D

IDENTIFICATIONSIALAADATA SIGNAL DATA

TRANSLATOR

II

'Ef1RECORDER

000._

Figure 2. Turbojet Engine Analyzer SystemFunctlonal Plock ODagram (J 79-15 Engine)

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F-1050 ENGINE OOAý,,OT.k SYSTF.M DATA

Part Size (Inches) WeightSystem Components :umber height x width x depth (Ib)

Computer/Display 538254-1.! 7 by 6.5 by 9.88 18.5

Signal Date Translator 538250-1-1 5.5 by 5.25 by 12.5 17.7

Recorder 538956 5 by ii by ii 22.7

TRANSDUCERS

Afterburner Swi tch*

Anti-Ice Swltch*

Oil Breother Pressure 538947-2

Compressor Discharge 538947-1Pressure

Compressor Discharge 538952Temperature

Compressor Inlet Pressure 558362-1-1

Engine Pressure Ratlo* 61-2484**

Exhaust Gas Temperature 538380Indlcbtor

Fuel Flow Transducer* 61-24560*

Ignition Switch*

Oil Pressure Switch*

Oil Pressure Transducer* 61-2479•

*Engine analyzer system uses existing aircraft transducer or switch*Air Force Equipment Reference Numbers (AERNO)A Includes tape and reels

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TABLE I (Continued)

Part Size (Inches) WeightSystem Components Number height x width x depth (Ib)

Oil Temperature Switch 538948

Oil Temperature Transducer 538950

Power Lever Angle 538444-1-1

Spool Speed (N1 and N2) 61-8732*•

Inlet Total Temperature 60-1625**

Water Injection Switch*

*Engine analyzer system u5et sxisting aircraft transducer or switch**Air Force Equipment Reference Numbers (AERNO)

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F-105D ENGINE ANALYZER SYSTEM POWER DATA

Computer Display 538254-1-1, S/N 44-R2 (All mnasurements made with nominalI Inputs of 115 vo 400 cps, and 28 v dc)

| Qui|es cent Slowe SelIf rest(VA) (_) (VA) (VA) (PF)

OBA See 36.8 0.75 37.4 0.75 55.7 0.75

to Sac 7.3 0.78 7.3 0.78 7.3 0.78 SustainedOII Sac 7.3 0.78 7.3 0.78 7.3 0.78

SEA PRI 10.2 0.80 9.2 0.80 9.2 0.80 Start-Upand

D-C FR: 6.5 w 9.8 w 9.8 w Shut-Down

|D-C See 14.0 w 16.8 w 25.5 w

!Signal Date Transistor 538250-1-1, S/N 34-42 (All measurements made with

nominal Input of 115 v, 400 cps)

OA Sec 12.7 VA PF .9

IB Sec 10.4 VA PF .9 Sustained

tC Sac 10.7 VA PF .9

Recorder 538956, S/N 104 (All messurements made with nominal Inputs of 115 v,400 cps, and 28 v dc)

115 v OA Sac 1.0 w

28 v dc Sac 32.0 w

EGT Indlcator 54812 (not measured value). Powered with 400-cps power

0% UA CtArt.|ln kmhit-fl- n And

Sustained

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6. Indicators (EST)

7. Tech-generators

8. Synchro output transducers (EPR, fuel flow)

9. Relay contacts and limit switches

A list of the transducers used In ths F-IO5D Engine Analyzer System Is IncludedIn Table I of thli section. This table Includes the weight and dimensions ofmajor units, In addition to the applicable AIResearch part number or Air

Force Equipment Reference Humb~r (AERNO). The following paragraphs brieflydescribe the function of each transducer.

2.2.1.1 Afterburner A/BE) Switch

The afterburner signal to the Computer/I9isplay and Signal Data TranslatorIndicates that the A/B switch on the throttle (,-ockpit) has been activated. Acomplete description of the A/B system Is found In Air Force Flight ManualT.O. IF-105D-I, page 1-15, and Is shown 'n Figure 1-9 of that manual. Theanalyzer system Is Isolated from the aircraft afterburner system by an Iso-lation relay.

2.2.1.2 Anti-Ice (A/1) Switch

The anti-Ice signal Indicates that the A/I switch In the cockpit hasbeen activated. The Engine Analyzer System receives this signal from switchS-214 on the aircraft. The wiring diagram of the A/I system is found in AirForce technical manual T.O. IF-105D-2-12, page i-04, Figure 1-21.

2.2.1.3 Breather System Pressure (PO1 l b) Transducer

This transducer measures the absolute gas pressure in the oil tank,bearing sumps and Np gearbox. The transducer is a variable reluctance typewith a range from 0 to 25 psia. The transducer output voltage varies from0 to 500 my at 400 cps for an Input pressure change from 0 to 25 psla witha load of 20,000 ohms across the output.

2.2.1.4 Compressor Discharge Pressure (Pod) Transducer

This transducer measures absolute pressure at the discharge of the com-pressor. The transducer Is a variable reluctance type with a range from 0 to310 psla. The transducer output voltage varies from 0 to 500 my at 400 cpsfor an Input pressura r-hanga from 0 ti 310 p!a_ w!th a •-nd of 20,00 'V • h

across the output. The output signal Is then fupplled to the Signal DateTranslator.

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2.2.1.5 Compressor Discharae Tesperature (Tcd) Transducer

The compressor discharge temperature transducer Is a variable resistancee*iant made of platinumn wire, and has a tm..perature range of -100OC to +500Cwith a nodnal resistance of 50 ohms at O9C. The probe tip has an applied

operating pressure of 0 to 500 psia.

2.2.1.6 Compressor Inlet Pressure (Pt) Transducer

The compressor Inlet pressure transducer utilizes a servoed force-balancesensor and provides output voltages proportional to the natural logarithm ofabsolute pressure, switching action occurring at certain time-rates-of-changeof the logarithm of absolute pressure, and a voltage proportional to absolutepressure.

2.2.1.7 En§ ne Pressure Ratio (EPR) Transducer

The EPR transducer is a pressure ratio synchro-style thrust transmittertype MK-2). Dual outputs are provided as follows from one synchro to:

a. An Indicator with a range of 1.2 to 3.4 units (type MR-i) In thecockpit

b. An Input to the SDT Scott "T" transformer

2.2.1.8 Exhaust Gas Temperature (EGT) Transducer

The exhaust gas temperature system consists of existing Chromol-Alumelthermocouple probes in the engine that actuate a single-point null-balancingtype Indicator In the cockpit. The Indicator in turo provides four outputsignals to the engine analyzer. The four outputs are two potentlometers(pots) and two switches: sitch "A" closes at 752°F (4000) for hot startand switch "0" closet at 1300OF (7040C) for In-flight overtemperature; pot "1"Is a log function of EGT and pot "2" Is exponential function of EGT.

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2.2.1.9 Fuel Flow (Wf) Transducer

The fuel flow transducer Is a remote indicating synchro-style rate offlow transmitter (type /A-I). The synchro outputs feed the following:

a. An indicator with a range of 400 to 24,000 pph (type MA-2) in thecockpit

b. A resolver in the C//O fuel flow servo

2.2.1.10 ignition Switch

The ignition switch signal Is obtained from a slave relay on the aircraft(K-9) located in relay box A-5. The complete wiring diagram of the aircraftIgnition system Is found In Air Force T.O. IF-105D-2-12, page 1-89, Figure 1-25A*

2.2.1.11 Oil Pressure Switch

The oil pressure switch is a differential-pressure-actuated switch usedas a warning device to Indicate the loss of turbine engine lubricatir.g oilpressure. The switch provides a ground signal to the Computer/Display uponloss of oil pressure.

The pressure switch has a pressure and vent port and Is actuated by thepressure differential between ports. When oil pressure Is above 38 (40,-3)psid, a diaphragn in the switch housing maintains the switch contacts In theopen position. When booster-pump pressure drops to 31 (±1) psi and below,the diaphragm closes the switch contacts, providing a ground circuit to themaster caution control box. The pressure switch operates as follows: onincreasing differential pressure, the switch will open the circuit at 38(+0,-3) psid and on decreasing differential pressure the switch will close at31 (11) psld.

2.2.1.12 Oil Pressure (Po0 l) Transducer

The oil pressure transducer Is a variable reluctance pressure trans-mitter (TRU-20/A). The output signals are supplied to an indicator (type MO-2)in the skpit and to the Signal Data Translator.

The TRU-20/A is a variable reluctance type transmitter having only onemoving part, the armature that moves axially through a pair of fixedhermetically sealed coils. Oil and breather pressure entering the transmitterthirough thii~r r ~Ci .zV* port ac jt dgAi i. Ju~rwi co..u n ar. e a-, .I...

of the armature shaft. When the oil pump is operating, the axial travel ofthe armature will be In the direction of the lesser pressure; thus, thevalues meosured by the trensmitter will actually be the differential pressure

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between the oil pump output pressure and the breather pressure. As engine oilpressure enters the transmitter It deflects the diaphragm, thus changing theposition of the armature relative to the flux air gaps. This action changesthe relative Inductance values in the two halves of the transmitter colIcausing a change in voltage at the center tap of the Indicator. The oil-pressure transmitter Is mounted on the left side of the engine on the acces-sory gearbox and is accessible through Access Door FF-IOI.

In some aircraft, the MH-5 synchro output transmitters are used.

2.2.1.13 Oil Temperature Switch

The oil temperature switch Is a temperature actuated switch used forindicating excessive oil temperature on the aircraft engine In flight. Theswitch provides a ground signal to the Computer/Display upon excessivetemperature conditions

2.2.1.14 Oil Temperature (Toil) Transducer

The oil temperature transducer Is a clamp-on and adhesive bonded temperaturetransducer used for measuring the oil temperature of the aircraft engine inflight The transducer output Is a variable resistance signal supplied to LheSignal Data Translator.

2.2.1.15 Pwter Lever AnQle (PLA) Transducer

The power lever angle transducer Is a single turn precision linear

variable resistor. The output goes to the sigpal date translator.

2.2.1.16 Spool Speed- (N) Tranlder

The spool speed transducer N1 is a miniature electric thrde-phase, two-pole a-c tachweter-generator (GEU-7/A).

* NOTE; While provisions were made for measuring this parameter, the tachometerpoads were deactivated on the J-75 engines.

2.2.1.17 52.po Speed (N2 ) Transducer

The spool speed transducer Nt is a miniature electric two-pole, threephase a-c tachometer-generator (GEU-7/A). The output signal goes to Computer/Display and the cockpit indicator, type ERU-5/A.

2.2.1.18 Total Temperature (T2 ) Transducer

The total temperature tranflduirer 1% A ditfl Iglemnt t tal tempnraitre nrnoe

capable of operating during atmosplheric Icing conditions. The dual elements areplatinum wire, temperature-variable resistors which have a nominal resistance of50 ohms at 06C. The standard F-105D temperature probe (single element) isreplaced with a dual element probe; the extra element Is used for theengine analyzer system.

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2.2.1.19 Vater Iniection (Wl)Switch

The water Injection signal Indicates that the water injection switch in

the cockpit has been activated.

2.2.2 CSmputer/Display

The Computer/Display is a major component of the Engine Analyzer System.This unit, shown in Figure 4p is located on the F-105D In the CIN compartment.

The Computer/Display presents red-flag indications when any of severalengine parameters exceed predetermined limits. The flags. once tripped, hold theindication magnetically until they are manually reset by a ground crewman. Thedevice also presents an accumulated total of the engine operating hours, and ofthe hot section growth factors (a function of engine time and temperature). Inaddition to this data presentation, the Computer/Display provides some of thedata recorded In flight.

The front face of the Computer/Display is shown in Figure 5. The in-dicators are grouped according to parameter, as shown in the figure. The con-iro.. In the top row on the Computer/Display are the calibration adjustments andthe self-test switch. The calibration adjustments, which are normally coveredby a shield to prevent any accidental change in adjustment, are used to adjustthe Computer/Display for engine-to-engine variations. The self-test provided isa two-level check of the flag display!. The calibration adjustments and self-test are covered in detail later In this section. The history card on the frontof the Computer/Display shows the correction used for finding true engine operat-ing time. Instructions for its use are given on the card.

2.2,2.1 Computer/Display Theory of Operation

a. Sumiary - The Computer/Display mechanizes test cell and thermodynamicperformance parameters to provide a go/no-go assessment at shutdown of grossengine health. The tests are:

I. Starting and stopping

a. Hot start

b. Slow start

C. Fast stop

2. Steady-state engine performance

a. Referred fuel flow

b. Engine temperature ratio

3. Maximum limit parameters

a. High EGT

b. Engine overspeed: High and maximurm

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Figure 5. Computer/Display Face

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c. Low oil pressure

d. High oil temperature

4. Expended hot section factors

5. Time Data

a. Engine time since overhaul

b. Elapsed time Indication

Since the object of the Computer/Display is to assess gross health rather3than perform engine diagnosis, it considers the engine in its entirety ratherthan its component parts. Table III shows the performance, mechanical, andmaximum-limit parameters assessed during flight and their test conditions and! ~limits.

1 tThe Computer/Display contains all of the signal conditioning required tomake It an autonomous unit from the Signal Data Translator and R!.order. -

Performance Parameter Checks - The Computer/Display continuallyS~compares measured values of fuel flow and EGT ratio against specified perform-

ance to assess whether tha engine Is working within tolerances. The computa-tions are standardized to sea-level conditions and corrected for Reynoldsnumber effects.

Maximum Limit Checks - Maximum limits exist and are mechanized forexhaust gas temperature, spool speed, starting time, and coastdown time.

Mechanical Parameters - The mechanical parameters checked by theSComputer/Display are oil pressure, and oll temperature. Provision for a mecha-

nization of a check on oil consumption at a later date Is also !ncluded in theComputer/Display.

Signal Flow Diagram - A signal flow diagram of the Computer/Displayis presented as Figure 6. This chart graphically Illustrates the operation ofthe unit. The Inputs are shown with the ranges of the input devices, thescale factors, and applicable military specifications. The signal conditioningwhich is performed on eah Input and the uses of each input are also indicateedon the chart. The signals required for each of the reference parameters are

shown, as well as a tabulation of the equations, and the trip points of eachof the flags.

t Study of this signal flow diagram provides a working knowiedge of the-•operation theory of the Computer/Di splay. The chart indicates which ot the

Fengine operating parameters affect which flags and the point at which each flagS~ should trip.

[ AJRESFARCk MANUFACTURING DPVSION 17Lu A 4~k Csbft

TABLE III

COMPUrER/DISPLAY FLAG CHARACTERISTICS

I_ es test Condition Failure Trln er Level

I. Slow Stari•i ine starting cycle Greater than 40 secfi ont i gn iti1on or" 10%

rpii to 50% rpm. Lockedout thereafter

F,.1st Stop Enoine shutdown Less than 25 sec

504 to 10% rpin

Rctei red Fuel Flrik Sleady-state engine Wi meas -l; ref '10 W; ref

opcia tion, non-

Of lerlbUrning, non-water injectionoperation

Enujine letnpera tote Steady-state engine ETR meas- ETR ref .06 ETR refRat;io Operation, non-

aftethurning, non-water injection

opefa ion 4

High EGT

"a. - ot Stait Engine starting cycle Greater than 4000Cto 50% rpm. Locked (Thermocouple timeout thereafter constant prevailing)

b. Ob-hvivat ion Stustained encine Greater than 7040Coperat ion

. Engine overspeed

a- Maximum Any condition Greater than 108% N2

b. Noiial Any condition Greater than 106.5% N?

7 Low Oil Piessure N2 greater than 90% Less than 31 psid

8. High Oil Teemperature Any condition Greater than 121 0C

9. Expendcd Hnt Section EG! greater than AccumulationFactor,, 1572°R "6000 C)

AIRESLARCH MANUFACTURING DIVISION

S181

- ----

- II � . - - - = p�u a - �m

��*'*- a - �., - -�- I.� - -, ,- I-

- I- U flu - -

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a ft... a.

Ia-s .. ta.i...fl.I

ansI 5 -4T---------..*- In - aD -

a..Qus�

��MA�SEAROI MANuID�TumNG OMSION

COMPU"ti/ESPLAY

% -

MTI

F .f *

*.u .7.

elm

Figure 6. Computer/Display Signal Flaw Diagram

19

b. Transient Enalne Performance - Three tests are dependent on engine A

starting and stopping characteristics. They are: i

I. Hot start

2. Slow start

3. Fast stop

These parameters are monitored under all starting conditions. j_ _

Hot Start - Hot start is monitored In the Computer/Display by replac-Ing the standard EGT Inilcator in the F-10SD with a mod.fled MIL-1-2729A servoedindicator. The modification consists of addition of two switches and two poten-tiometers to the servo shaft. The switches are set at 4000C and 7040C, anda'djustable illl°C.

The 4000C switch is used to signal high starting exhaust gas temperature. IThe 7040C switch signals high operating EGT. One of the potentlometeris pro-vides the hot section factors signal to the Computer/Display. This functionIs discussed later in this section. The other potentiometer supplies the log

function of EFT to the Computer/Display.

The 00*C starting limit, which was obtained from the F-1O5D Flight Manual,T.O. IF-1O5D-I dated 15 July 1952, appears low at first glance; this, however,is due to the thermal lag associated with the thermocouples.

For spool speeds less than 50 percent, the hot start switch Is connecteddirectly to the high start EGT flag. Should this switch close under these con-ditions, this flag will drop.

Location of the switches In the EGT Indicator assures that all hot startsare monitored under any condition.

Slow Start - Siow start is detected by monitoring the time it takesfor the engine to accelerate from 10 percent (or Ignition) to 50 percent rpm.The limit for the slow start measurement is 40 sec, which was obtained fromPratt and Whitney Engine Specification A-2637A dated 15 July 1952

Fast Stoo - Fast stop Is monitored In the Computer/Display by clockingthe time It requires for the engine to slow down from 50 percent to 10 percentrpm. A failure trip will occur whenever the time required for the engine tostop Is less than 25 seconds. An Interval adjustment provides for changes t25p.rcehnt, Th5 j,_.istmant ie not ar_•eAsiblm from the Computer/Display front face,which precludes ground maintenance personnel from inadvertantly resetting them.

Cutting off the speed measurement at 10 percent Is to eliminate the effectsof windmilling, and engine reaction caused by local wind conditions. I

21

c. $t.ady-•S•tte Enolne Perfornmnce - Steady-state engine performancetests are made for the two referred engine parameters, fuel flow and enginetemperature ratio. These tests are predicated upon the thermodynamic propertiesof the engine as it acts as a hot gas generator.

Stead¥-Itate Criteria - Limits for the steady-state engine performancedetection have been set by reference to significant transient conditions suchas engine start, engine acceleration, and aircraft climb at constant Mach number.

Aircraft climb less than 20,000 ft./-.; * at sea level is a conservativeestimate of engine steady-state perforr,•.e. The simplest and most accuratemethod of detecting this condition Is thr.lugh mnonitorlng of compressor inlettotal pressure rate. The Computer/Display nee.;anlzes Ln P rate, ord Ln P t

dt n and Is set at 0.06 log units per minute. Whenever the absolute valuedt

of the rate exceeds this limit, the Computer/Display is locked out to assure thata false trip of the failure flags does not occur.

Engine acceleration is the rate of change of spool speed. In the Computer/

Display, the spool speed rate is based on the amount of energy that is requiredto accelerate the spool. The threshold Is set at a conservative 2000 rpm/min.When the Ns rate exceeds this value, the Computer/Olsplay is locked out.

A 90-percent spool-speed lockout is also Incorporated In the Computer/Display. The 90-percent and higher power settings are the areas where enginedata is significant due to higher stressing and operational design for thisarea.

Standardization and Correction - The first Computer/Display operationis to reduce the parameter measurements at speed and altitude to standard sealevel conditions. The necessary pressure and temperature corrections are com-puted from i let pressure (P t) and temperature (T').

Fuel flow and exhaust gas temperature are both influenced by Reynoldsnumber effects that become significant when operating above 30,000 ft at lowto moderate speeds. The nece*sary corrections are computed from P and Ttl.

Water injection operation requires that the thermodynamic performanceparameters of the Computer/Display be locked out. Although Pta transient

detection at takeoff (water injection is used from takeoff to 8000 ft maximum)will lock the Computer/Display out in most cases, it may not lock It out atthe beginning of takeoff roll where P rate is low. To assure optimum

Computer/Display performance without false flag trips, a water Injection lock-out is provided. The signal comes directly from the water Injection pressureswitch on the water Injection caution light circuit. The comprison is lockedout until water injection ceases.

22

.4

Engine fuel flow and exhaust gas temperature also depend upon the exhaustnozzle area. The J75-P-19W has a two-position nozzle that has a small areafor normal operations and a large area for afterburner operations. Thecorrelation between effective nozzle areas and measured nozzle area is ex-tremely poor during afterburning operation. As a result it is Impo¶ 'ble toadequately correct the fuel flow and engine temperature ratio comput. ionsduring this mode. To preclude false trips of the fuel flow and ETR flags,the comparison is deactivated during afterburning.

Steady-S tate Performance Parameter Computa tions - For steady-stateengine operations, the Computer/Display continuously compares measured valuesof engine temperature ratio and referred fuel flow with that scheduled as afunction of referred engine spool speed when corrected for bleed losses andReynolds number. The steady-state logic previously described deactivatfs thecomputations when transients are encountered. Steady-state conditions must be

t held for 10 seconds (nominal) for engine to stabilize before the computation

is reactivated. Deactivation of the comparison test occurs In less than 4seconds when transient conditions are encountered.

The measured fuel flow and engine temperature ratio must exceed their ref-erence limits for a minimum of 10 seconds before a failure flag will trip.

Variations from engine to engine within a given class can cause the N2reference curve to shift. To allow for variations in transducers andinstalled engine characteristics, two calibration adjustments are provided toallow offset of the curve in slope and in displacement by 10 percent. Inde-pendent adjustments are maintained for the two offsets.

Data for the reference computations was derived from AFSC F-105D Category

II Performance and Stability Tests TDR 61-47, March 1962, Appendix 3.

The referred fuel flow over-limit flag triggers when

SWi mas Wf' ref 2 O."O Wf' ref

where W1 ref is determined from the following computation

W1 ref " f1(NJ) x f,(RNI) x f4(Wb) and is computed by the Computer/

SWfDisplay. W' F and is also computed by the Computer/Display.

fmeas

STabie 1V gives inputs, function range, and slew rates of parameters forthe referred fuel flow computation.

The engine temperature ratio over-limit flag triggers when

"ETR ETRe 0.06 ETRmeas refref

23

I

TABLU IV

J75-P-19W/F-105D REFERRED FUEL FLOW COMPUTER/DISPLAYINPUTS, FUNCTION RANGES AND SLEW RATES

Slew ScaleInput Function Source Range Bite Fatg

Wf --- Fuel flow trans- 400 to 24,000 MA Synchro--mitter, Type NA-I pph 25 pph/degper MIL-T-8275 to 6K pph

200 pph/degabove 6K pph

T' Airframe total 390°R (-570C) to NA Platinumtemperature probe, IIOOOR (3380C) wire with

Rosemont 50 j re-MI L-P-27723A, sistanceMIL-S-27186-2 at 00C

N, --- Aircraft tach- 0 to 120 per- NAometer per MIL-G- cent of Ng26611 Type GEU-7A

Wf Computer/Display 0 to 20,000 2000 pph/secservo repeater pph

T tj Computer/Display 390OR (-570C) 30R/sec

isolatlon trans- to IIO°OR

former (338°C)

P "'" Force-balance 1.6 to 36 Equivalent topressure trans- psia Ln r rateduce r t3range In I

minute

INI Computer/Display 0 to 120 25,000 rpm/servo repeater percent N2 min

--- NJ Computer/Display 6000 to Compatible toNJ servo repeater 9500 rpm Ng and Ttj

,rtk•0

--- RNI Computer/Display C to 0.6 Comratible toRN! servo P t and Tti

24

.1

w he re

ETR ref () x f,(RN|. x "e(Wb)

and

ETR *EGTRmeas T

These calculations are performed by the computer/display.

Table V gives inputs, function range, and slew rates for parametersfor engine temperature ratio computation.

d. Maximum Limit Parameters - The computer/display mechanizes maximumlimit parameters of

EGT overtemperature

Engine overspeed

Low oil pressure (for N > 90 percent)

High oil temperature

Limits for the parameters and conditions under which the tests are valid areshown in Table 1I1.

Hligh Operating EGT - The EGT operating overtemperature limit Is setat the maximum limit with hot section Inspection mandatory should the limitbe exceeded. To preclude loading of the EGT thermocouple system, the limitswitch is located directly on the servo shaft of the modified MIL-1-27209-A"servoed EGT cockpit indicator. Closure of the switch wiii provide voltage tothe failure flag in the computer/display, dropping and latching the over-limitflag. Provisions are made to internally adjust the trip level by 1111 0 C. Theadjustment is inside the EGT Indicator case. Dynamic response of the system Islimited by the thermocouples.

An interlock with a 50 percent spool speed switch on the N servo de-activates the detection circuit whenever the engine is below 50 percent rpm,which will be during start and shut-down. The limit is 704.40C (see the hotstart discussion).

Engine Overspeed - Two limits are monitored and displayed to testthe engine for overspeed. The ilower limit (High N) requires compressor andturbine inspection. The higher limit (Max N) requires removal and teardownof the engine. The limit switches are on the N servo repeater shaft in thecomputer/display.

The two limits, which were obtained from the F-105D Flight Manual, T.OIF-1OSD-I, dated 15 July 1952, are 106.5 percent N2 and lO percent No.

25

TABLE V

J7b-P-19W/F-IOD ENGINE TEMPERATURE RATIO COMPUTER/DISPLAYINPUTS. FUNCTION RANGES AND SLEW RATES

Slew Scale

....1'u&t Furit ion Source Range Rate Factor

--- See Table IV See Table IV See TableIV

EGI EGT Indicator 700 0R 11 ( 'lbC)Modified MIL-1- to 2350IR

27209-A (1032°c)

N? AircraFt Tach- 0 to 120 per- NAometer pt.r NIL- cent N2

G-16bII Type GEU-7A

7 tj Computer/Display 390 0 R (.570 C) 3°F (1.7 0 C)lsolatioti Trans- to IIlO°0 R per sec

former (338 0 C)

N, Computer/Display 0 to 120 per- 25,000Servo Repeater cent Nz rpm/min

NJ Computer/Display 6000 to 9500 CompatibleNj Servo Repeater rpm to N2 and

TI., Rates

RNI Computer/Cisplay 0 to 0.6 Compatible

RNI Servo to P andt2

Tt, Rates

26

*1

A

V '-4

Low Oil Pressure - Sub-normal oil pressure at cruise or higher powerlevels can be a serious problem in a jet engine since the oil functions as acoolant wel ,jel as a lubricant. The Computer/Display monitors the output ofa pressure switch in the oil line (a pressure transducer is used for the SignalData Translator Input).

The existing low oil pressure warning switch is utilized to trip theComputer/Display warning flag. Diode Isolation precludes undesirable loadingeffects on the pilot's indication. Characteristics of the switch are:

Opens for P > 39 psid

Closes for Poll < 23 psid

SThe low-limit flag is Interlocked with a 90-percent W2 switch to precludenuisance trips due to low oil pressure under starting and shutdown conditions.

The appropriate limits were obtained from the F-105D Flight Manualmentioned previously.

High Ol Temperature - Due to the importance of the oil's bearingcoolant function, high oil temperature is a cause for concern. Scavenge oiltemperature is monitored as a limit function, with the limit set at 710 0 R(121 0 C), which was obtained from the F-1050 Overhaul Instructions, T.O. 2J-75-3,dated I Nov 1961.

High Oil Consumption - Provisions for mechanizing at a lat•r date aflag indication whenever the oil consump~tion exceeds a predetermined limit areIncorporated in the Computer/Display.

e. Enoended Hot Section F•ctors. - Theoretical data exist relating "hotsection growth factor--" to the exhaLst gas temperatuhe. The theory is thatoperating at elevated temperatures accelerates the aging or deterioration of ithe engina's hot section. This rate of expenditure incre-ase wIth teimperatureslowly at first but becomes very severe as temperature Increases. The validityof this theory and the correlation of expended life values to engine condition

are currently being evalua2ed by the Air Fcorce. Because of the theory behind* the concept and the keen current Interest in the technique, the Computer/Display

incorporated circuitry to monitor exhaust gas temperature with a non-linearSdrive and timer. The engine's 4ccumulated expen,•ed life factors are displayed

on the face of the Computer/Display. The display carn be reset with theappropriate engine expended life in the event of replacing the engine ofSCompute r/Display

27

S.•nalne Ogerating Time - Engine Operating Time Is monitored by actuat-Ing a counter whenever spool speed exceeds 50 percent NM. The powetr sequencingIs accomplished through a relay drive from the 50-percent switch on the Mgservo.

g- ComPuter/Display ElaPsed TiLM - The Computer/Display elapsed timewill be accumulated by a counter driven directly from the input power line tothe unit. Whenever power comes on, time will be accrued.

2.2.2.2 Computer/Display Nodules

The Compvter/flisply is physically comnposed of four modules and the chassis.Figure 7 shcws the electrical and physical layout of these modules. The fourmodules are identified as the Servo Module, lebeled S in the diagrams, theSelf-Test Module, labeled T, the Network Module, W, and the Spool Speed Module,N. The chassis mounted parts are identified as C. The block diagram inFigure 7 Indicates the electrical layout of the unit and the extent of eachof the modules and the wiring mounted to the chessis. The exploded view showsthe physical arrangement of the modules. The front and back panels and thesupporting base copoose the Computer/Display chassis and are Inseparable infield maintenance. The four modules are easily removed for checkout and forreplacement.

2.2.2.3 Crmuiuter/Dlsrly Self-Test

Self-test for the Computer/Display is actuated by the switch in the upperleft corner of the Computer/Display face, shown In Figure 7 . The firstposition of the switch, marked NO TRIP, simulates a norral engine operatingcondition in the Computer/Display; none of the flags should drop durinh thisphase of self-test. Position two of the self-test. Position two of theself-test switch, marked TRIP, simulates an abnormal operating condition inthe Computer/Display, during which all the flags must drop.

A schematic wiring diagram of the self-test circuitry Is shown inFigure 8. When the self-test switch is turned to position one, NO TRIP, aset of input signals corresponding to a typical engine operating condition isapplied to the Computer/Display by resistive dividing networks and a synchro(for fuel flow). As mentioned above, none of the Computer/Display flagsshould drop. Position two of the self-test switch, TRIP, applies a setof signals corresponding to an abnormal operating condition. This Is sim-ulated by an Improper spool speed signal for the other operating conditions.This abnormal condition will trip both the high consumption flag and the high*ngins temperature ratio fiags. The remainder of the flags, which are switchoperated, are tripped by the position "2" self-test circuitry. All te flagsshould, therefore, trip when the self-test switch is In position "2."

28

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,

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2.2.2.4 C2omputer/Display Celibration Adlustments

The controls for the callbration adjustments which adapt the Computer/Display for engine-to-engine variations and for traosducer variations areshown in Figure 9.

2.2.3 Signal Data Translator

The Signal Data Translator Is a second major component of the EngineAnalyzer System. This unit Is shown In Figure 10. A front view photographof the Signal Data Translator is shown in Figure 1Oa.

The purpose of the Signal Data Translator Is to present to the Recordera number of digital and analog signals. The digital signals from the thumb-wheels can be seen In Figure 10. This documentary data Is composed of the air-craft and engine serial numbers, flight number, and date; the twenty thumb-wheels can be seen In the figure. The switch Inputs, e.g., afterburner on andwater Injection on, are also essentially digital, since the function conditionsare represented by a voltage or lack of voltage. The analog signals are thosefrom the engine transducers.

Table VI lists the Inputs to the Signal Data Translator, and their samp-

ling frequency, while Table VII lists the source of each. The analog signalsfrom various transducers are conditioned to a zero to five volt dc standard-voltage analog format, and then converted to binary coded decimal digitalformat. The numbers derived from the BCD conversion then time-share an outputcircuit with the outputs from the thmibwheels and on-off air fraoe switches.Each resultant number has 12 bits. The numbers are presented to the recorderas three serial digits In BCD NRZ format. A parity bit is computed by theSignal Data Translator and presented with each BCD digit.

A complete reco[d of all Inputs occurs in the first 20 seconds of eachm~nute. Every 60 sec Is a JIM and every 1/48 of a second Is a channel.

A c•Tplata breakdown of the frame, channel, and record Is shown InFigure II.

A complete r occurs In the first 20 seconds because the hundredsdigit of channel 01 receives 20 different Inputs from the 20 SDT thunmbwheelswitches. One of the 20 SDT thuimnwheel switch Inputs Is sequenced Into channel01 during each record. All of the other 47 data channels are completely sampledover during each second. The other aircraft switch functions are recorded onthe tens and units digit of each 01 channel.

SL4

1 14

SLOPe AND MAGNITUDE

ADJ41STpENTS:

FUEL FLOW -ENGINE TEMPERATURERATIO

- !~

A-10

I I

Figure 9. Computer/Display,Showing Calibration Adjustments A

33

ii

Figure 10. Signal Data Trantslator

I IF

52293-2

Figure 10a. Front View Photograph ofSignal Data Translator

35

TABLE VI

PARAMETER FREQUENCY OF SIGNAL DATA TRANSLATOR OUTPUTF-105D ENGINE ANALYZER SYSTEM

-Once Per Sec Every Z Sec First 20 Sec of E-arh min

Wf Poil 20 digits of documentarydata, one digit each

EPR second

PLA

Icd

Tt 2

EGT

T oil

N1, N2

Pt 2

Pol1 b

IGN

AB

Wy

-An ti-e

36

Ijj

41

ol lo -1 2

:4 :~ z-g 0 -611 11

- 4 5

r.K -c

x Itlb __ _ _ _ _ _ _ __ _ _ _ _ _ _ 1 42

4- 9 ac S! o

.4 4m S S

4. .~37

TIME SEQUENCE OF SIGNAL DATA TRANSLATOR OUTPUTIF 105D0(75 ENGINE)

THIl TABLE AllOWS %MAT S lANAI S ARE TO BE RECORDE.O IN EACH IiARTHo SECOND TIME SLOTTUNkING AN ENTIRE MINUTE. THE SIGNAL PATTERN 1S IDENTICAL EN EACH SUCCSSIYE MINUTE,

RETREFENC IF 0 5V AC, D-l OF FULL SCALE -

RETCH RNCE A7 MY0 ADC, 98.% OF FULL SCALE

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AJRESEARCk4 MAUATRN DIVISION iCLtrLEloEFREC 5l.. Vl uAs

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2.2.3.1 Signal Data Translator Theory of Operation

A schematic diagram of the Signal Data Translator is shown In Figure 12.As this drawing Illustrates, the Signal Data Translator Is functionallydivided Into the following areas: I) calibration, signal preconditioningand a-c signal conditioning; (2) submultiplexers and multipluxer; (3) thumb-wheel switches; (4) analog-to-dlgltal converter; (5) signal gate; (6) paritygenerators; and (7) programmer and sequence generator.

The system uses several different types of transducers and sensors, e.g.,synchros, variable reluctance devices, resistance elements, and potentiometers,to measure the various engine performance parameters. The signal data trans-lator furnishes the required excitation to these transducers. The signal con-ditioning transforms the signals from these various transducers to d-c voltagesIn a 0 to +5v range. These signals are sequenced by the multiplexers, and con-verted to digital format.

The thumbwheels, which have digital outputs, are also presented sequentially.The signal gate time-shares the output with the converted analog signalsk, thethumbwheel signals, and the Inputs from the engine and airframe switches (i.e.,Ignition, anti-ice, afterburner, and water Injection). The parity and NRZgenerator determines the parity of the output and presents the Wutput and Itsparity bit In NRZ format to the recorder.

a. Calibration and Signal Preognditioners - Both a-c and d-c analogtransducer signals and calibration voltages arL supplied by the transducers.All signals must be converted to standard 0-5 v dc for subsequent conversionto digital format. The d-c signals and calibration voltages are preconditionedto 0-5 v dc by simple resistive dividers.

The a-c signals are grouped Into three sets. Each set Is preconditionedto the same a-c voltage range. Each signal of a given set Is converted tu0-5 v dc by an a-c conditioner. The a-c signal precoditlioner makes use oftransformers to change voltage levels.

The preconditioning circuits *lsc, provide standard calibration signalswhich perform two functions: first, they verify the accuracy (scale factoror gain, and null) of the ADC and of each a-c to d-c signal conditioner;second, In the case of the a-c conditioners, they enable ground-based datareduction to correct for transducer scale factor errors caused by variationsIn the II5-v, 400-cps line supply.

Several differenit types of transducers and sensors supply data to theSignal Data Translator. Some of these must be excited by the SDT in order toprovde st. i'o,,dzud sgn;ii which can be handied by the time-sharedsignal conditioners. The following paragraphs describe this excitation andthe preconditioning required to provide signals which may be either directlyconnected to the analog-to-4igital converter or connected to one of the threea-c to d-c signal conditioners.

40

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OT 0..d .k - " - MtM,6

Diagram of Signai Data Translator 4

Svnchros - The synchro signal Inputs are three wire delta signals,the three voltages being spaced 120 deg apart (tipece phase). The three-wire,120-deg signal Is converted to a four-wire, 90.-deg, resolver-type signal andrecorded as two perpendicular components of the srytchro angle vector. Theconversion Is accomplished with two Scott T-connected precision transformerswhich yield the sine and cosine of the Input angle.

In addition to the transformer T, a bucking voltage transformer Is usedfor synchro signal preconditioning. Since the a-c to d-c signal conditioners

by 12.5 v, converting the nominal voltage range, ik.8 v in-phase to 11.6 out-of-has, t a ew ane o 0. to24. vIn-phase. By recording a wider

range, 0 to 25 v, as 0 to 1000 Lounts, assurance is provided that Individual

tranforatin rtiovaratins romonesynchro to the next will not resultIn of-salevolagesigals Th ofsetvoltage is also recorded to provide

an exact null point definition and allow precise ca Iculation of tynchro angles,independent of expected variations In excitation vol tage or synchro trans-formation ratic

Variable Reluctance. 10.45 to 15.55 - This signal results from theunbalance of a 26-v bridge circuit In the transduc.er which is balanced at mid-scale. Since the signal conditioning circuits are designed to operate on azero to maximum voltage signal, a bias voltage Is subtracted from the Incomingsignal. The bias voltage shifts the range of the Input to 0 to 5Si v. An

t additional precision stepdown transformer provides signal Isolation and changesthe voltage range to 0 to 500 mv, In order to be able to use the same signalconditioner as the other variable reluctance transducers.

Variable Reluctance. 0 to 500 my - This signal is obtained fromseveral Aiftesearch-supplied transducers. These are b.'idge unbalance devices,as is the type described above; however, they are electrically connectedinternally to provide an output which varies from 0 to 500 my for the fullrange of input values. The transducer scale factor Is defined is 50 mv/vfor full scale; the signal data translator provides an excitation voltageof i0 v which gives thec 500 mv full-scale renge.

Resistance Probe TamrieratUre Sensors - Two types of rssistance probesare used for temperature sensing; one has a nominal resistance, of 50 ctuns, theother, nominally 90 ohms atGOC. A d-c current of approximately 10 me, In the

i case of the 50.-ohm probes, or 5 ma In the case of the 90-ohm probes, providesan output within the five volts dc Input range at the maximum temperature ofthe required ranges. Series precision resistors from the 28-v d-c supply tothe probes, selected to deliver the desired currents Into the known maximum I

probe resistances, provide simple and effective means of converting the probes' Atemperature-resistance functions Into usable voltage signals. Due to the finitesource Impedance feading each probe, the current through the probe will be

partly a function of probe resistance, I.e., the voltage across the probe willInot be strictly proportional to probe resistance. Mhe relationship Is, however,defined so that the ground compuiter can be supplied with the exact temperaturt-voltage function foe' each probe network.

43I

To make these temperature probe measurements Independent of variations inthe 28-v dc supply voltage, a reference s9gnal given by a fixed precisiondivider from the 28-v d-c supply is also re......

400-cos Slanlms frg Comouter/DiDlaY19 - Two quantities, EGT and T

are supplied from the Computer/Display In the form of 400-cps signal outputsfrom buffer amplifiers through transformers. These 4;gnals are handled in muchthe same way as the 500-mv trenrducer signals. The primrry difference is thatthese signal circuits' excitat!on voltages, which determine the signal scalefactors, are supplied by the Computer/lDisplay unit, rathr than by the SignalData Translator. To avoid possible scale factor errors, ar. excitation referencesignal is recorded with each information signal. The exact excitation used inthe Computer/Display is, therefore, known; rwreover, the signal can be correctedfor variations In this excitation during ground computer data reduction.

Potentiometers -All potentiometers, whether located in the Computer/Display or externally mounted in the aircraft, are handled electrically in thesame way. Excitation for the potentiometers is provided from the same supplyas the ADC reference voltage. The rcsisutnce ratio output of the potentiometeris thus converted to a voltage Input to the ADC with the same scaling as the

ADC reference.

Tach-eter $ignal - Since the low-pressure spool speed is not usedin the Computer/Display, this signal must be conditioned In the Signal DataTranslator. However, it Is a signal of precisely the same form as thetachometer Input to the Computer/Dlsplay; the same frequency to d-c voltageconditioner is used in the Signal Data Translator as in the Computer/Display,providing a d-c voltage to the ADC.

Calibration ReferenceE - In addition to the true information channels,nine words in each I-sec subfrarne are used to record calibration signals, asa continuing check on the accuracy of the SOT. Two kinds of such signals areused, d-c and a-c.

Two d-c signals are obtained directly from resistive division of the basicADC 5-v reference supply. One n , signal voltage of I percent of thereferen~ce, in order to check in :Ible ADC null drift; the other is a 95-percentsigiial, chtcking ADC scale ýiact,: Between these two signals, the accuracyof the ADC is verified. A third e-c signal of 05 percent of full scale Isderived from the 28-v supply, since this supply is used to deliver :xcitationcurrent to the temperature probes, and the probe excitation current is pro-portional to this voltage. This calibration signal is to be used as a scalefactor correction on all temperature probe voltages.

Two a-c voltage levels also are provided at the Input to each a-c to d-csignal conditioner during each I-sec subframe. These are 94.4 percent andI percent of ful! scale. The I-percent signal verifies the null accuracy ofthe signal conditioner; the 94.4-percent signal verifies gain, or scale factor.Also, since the a-c signals are cbtained from volta.ge ratio devices which areexcited from the aircraft line voltage, and since this line voltage will fluc-tuate with time, this calibration check is required to correct for line voltagevariations as well as possible signal conditioner gain errors.

464

L

b. $ianal Conditioner - The input slgnals and preconditioning circuits

simplify the signal conditioning problem. The submultiplexer cutputs are allin the form of either a d-c Fig.aal, which can be directly connected to the ADC,or an a-c voltage signal with a range from zero to some maximum voltage, withthe same maximum voltage for every signal which connects through a given sub-multiplexer. Each signal conditioner Is, therefore, only required to converta range of a-c voltage to a itandard range, 0 to 5 v, of dc. This is accom-plished by operating on the signal successively with a stable fixed-gain a-camplifier, a precision demodulator, and a smoothing filter.

Amplifiers - The basic amplifie circuit is a three-stage, direct-coupled amplifier, utilizing heavy overal feedback both for a-c gainstability and d-rc bias stabilization. The gain stability Is approximately 0.2percent over a wide range of temperatures up to the maximuim temperature re-quired.

Demodulators - The demodulator circuit switches on and off synchro-nously with the 400 cps line power. The circuit has very little tow temperaturedrift and contributes an error of 0.05 percent.

Filter - The four-element Bessel filter designed for these signalconditioners has a total ripple and settling time error below 0.1 percent.The filter has four reactive elements and a nominal corner frequency ofapproximately 40 cps.

C. Multiplexers, - All of the analog transducer signals are scanned bysix submultiplexers in a fixed time sequence. Signals with the samecharacteristics are scanned by the same submultiplexer.

The outputs from the signal conditioners, as well as the signals thatwere already in the 0 to 5 v dc format, go to the mOltiplexer. The multiplexersamples each o' the six submultiplexer output signals In turn in a fixed timesequence. The muliipleed signal then goes to the analog-to-digital converter.

The switching elements of the multiplexers are reed relays which are con-trolled by the SOT programmaer. The relays are described in the followingparagraphs.

Relay Driver - To Isolate the logic and counting circuits in theprogrammer from the voltage pulses associated with switching the relays, whichare inductive loads, separate transistors are used as relay drivers. Thismethod ensures that the inductive voltage spikes likely to result from switch-,, t re;ly coils wiii not cause spurious counts or erratic switching; also,it allows the logic circuits to run at relatively low power levels.

'I

The relay driver circuit accepts a logical zero (ground) Input from theprotraimning logic and provides a ground signal to one end of the relay coillood; the other end of the relay coil is permanently connected to the positivevoltage supply. Two transistors are used to provide the required currentmultiplication. Both arc operated as grounded emitter inverter stages. Thefirst is normally biased off and is switched on by the HAND gate ground signalto command the relay to turn on. The second transistor then turns on, allow-ing current to flow through the relay coil. Although the NAN{D gate itself Isdesigned to drive only a 1.5-ma load, the current multiplication In the 2-transistor driver circuit readily provides the approximately 60 ma requiredby the 2-pole relays in the submultiplexers.

Zener diode protuction Is used to limit the voltage spike produced when-the ;oll is switched off and to protect the coil driver transistor from over-vollage. This method is preferred to a simple shunt diode because of thefasler relay dropout time it provides.

Switching Element - A read relay consists of one or more reedswitch elements and a d-c actuating coil. The relay contacts are hermet'icallysealed iii a glass capsule containing an inert gas. The switch elements, orreeds, are made of a nickel-iron alloy. The contact surfaces are gold-platedfor this application to provide reliable life and performance for switchingthe low-level sign.-.is of the engine analyzer transducer. The coil is providedwith a magnetic shield which improves the magnetic circuit and Isolates adjacentswilch assemblies from stray magnetic field interactions that might otherwiseaffect pull-in or drop-out characteristics.

d. lhumbwheel Switches - 1he thumbwheel switches are rotating deviceswhich display each digit on a counter drum dial. The drum for each digit maybe rotated individually to the desired number. A connector at the back ofeach counter wheel provides five wires which give an electrical BCD representa-tion of the digit which is set to show on the face of the switch. The wiresare for the 8, 41 2, and I binary bilts, representing the digit displayed, andan excitation or common lead. Wiper contacts, mounted on the display drum,travel over a printed circuit card with the rotation of the drum, and succes-sively connect the common lead to the various output bit leads required todefine each decimal digit In turn. The logic language Is a closed circuit fora one bit and on open for a zero bit. As described in the programming andsequencing discussion, the common leads of the 20 thumbvheel switches aresuccessively energized to provide commutation between the switches in. therecording sequence.

e. Analog-to-Digital Converter - The analog-to-digital converter changeseach of the 0-5 v dc signals in the sequence from the multiplexer into numbersof three four-bit digits (binary-coded decimal), which is the format requiredby the system.i recorder.

The analog-to-digital converter is of the voltage ramp type. Thesedevices diyitize input voltages by generating a time period as a function ofthe input voltage and gating a counter during this time period.

46

U

The components of the system are: (Figure i3)

I. A voltage ramp generator to provide a signal with constant rate ofchange of voltage.

2. A switching network and steering logic to condition the ramp generatorsignal and Input voltage for the zero crossing detector

3. A zero crossina detector to provide an indication of the zero voltageand the input Zmeasured) voltage ramp crossover points

4. A reference power supply for excitation of the input devices and to pro-vide a reference voltage for the ramp generator

5, A gatable BCD Counter for conversion of the time period to a BCD output

At the receipt of a signal at the reset input, the ramp generator, switchingnetworks, and counter are all set to their Initial state. After the removal of thissignal, a negative-going voltage ramp is initiated by the ramp generator. Theswitching logic adds the input from the ramp generator to a small bias voltage togenerate a voltage which starts slightly positive and progresses toward zero. Thisvoltage is then applied to the zero-crossing detector. As this voltage crosseszero, the detector provides an output to the steering logic, changing the state ofits memory element, and starts the counter. The switching network then adds thepreviously generated ramp voltage, which is now zero and progressing in a negativedirection, to the input signal and resets the zero-crossing detector The input tothe detector will now be positive by an amount proportional to the input signal.As the voltage ramp progresses in a negative direction, the detector input will

r again cross zero, providing an output which is used to stop the counter. The timethe counter was operating is, therefore, directly proportional to the input voltage,and the accumulated count is a digital representation of the input.

f. Signal Gate - The inputs to the signal gate come from the aircraft switchesV: and the thumbwheel switches, and from the output of the analog-to-digital converter.

According to timing signals received from the programmer, the signal gate selectsthe output word from either the ADC or the switches, and either the hundreds, tens,or units digit of the chosen word, and presents this digit to the NRZ(M) converter.

Parity Qenerator and NRZ(M) Converter - The parity generator and NRZ(M)"norn return to zero" converter receive their inputs from the signal gate. Thesignal gate output is the four bits associated with one decimal digit.

The parity generator uses the signal cate outputs to compute even parity. Ifeither one or three of the four inputs to the parity generator is ONE the outputof the parity generator will be a ONE. If either none or two of the four inputsto the parity generator is ONE, the output of the parity generator will be ZERO.

The NR7(M) rnnvrter has a five bit register. The five inputs to this -register are the four bits selected by the signal gate output and the output of theparity generator. If the input bit going to a specific flip-flop in the registeris a ONE, the flip-flop will change state. If the input but going to a specificflip-flop in che register is a ZERO, the flip-flop will remain in its originalstate, resulting in the NRZ(M) format required by the recorder.

47

£1 ,

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F.

0 V

VOLTAGESWTHN U4ZRRAMP NETWORK SIGNAL CROSSING

GENERATOR &DTCO

LOGESIC RES

V Rrf REFERENCE

POWERSUIPP LY GATABL E

BCD OUTPUTCOUNTER' :Rj

Figure 13. Analog-to-Digital Converter

48

g. ProgreMLmr - The programmer in the Signal Data Translator controlsall he required time sequencing. It controls the opening and closing of the.ultiplexer and submwitiplexer swltches, as well as pulsing the analog-to-

digital converter, and the signal gate.

Svstef TImin2 - The programmer generates its timing pulses fromthe 720-cps clock frequency output of the Recorder; the data sequence presentedto the Recorder Is spaced directly proportional to the speed of the tape,resulting in a constant data density on the tape.

The basic recorded frame on the magnetic tape is 60 3econds. There are 57seconds of continuous BCD recording, followed by 3 seconds of blanking. Allincoming data are multiplexed so that each Is recorded once per second with theexcept~ons noted in Table VI: oil preszure, Poll, is only recorded once every2 seconds, and the thumbwheel data are recorded one digit each second for thefirst 20 second of each frame.

During each I-second subframe, 48 unique inputs are selected by the mul-tiplexer and submultiplexer and presented to the ADC. A signal time period inthe subframe is 1/48th second or approximately 21 millirecond. A time periodis symbolized in the following discussion with a colon; for example, :17 refersto the period from 16/48 to 17/48 second after the start of a I-second subframe.

Some of the programmer timing signals are used to close one of six multi-plexer switches and simultaneously closes one of the eight six-pole swltches oneach of the submultiplexers. The switching sequence makes it possible to select48 unique data channels in sequence. This is done in 48 time periods (Table VIII).

During time period :01 only, data for recording comes from the thumbwheelaid aircraft switch Inputs. During this time, the signal gate selects digitaldata from the switches. During time periods :02 through :48, the signal gatepasses the data channeled through the submultiplexer and multiplexer anddigitized by the analog-to-digital converter.

The following sequence of events occur during each time period from :02through :48.

Start 0 I's BCD triggered from ADC register

10 "s Signal to switch multiplexer selection to next channel

1.5 ms Multiplexer switching completed, including contactbounce and transients

2.5 'Y.5 ms ADC conversion starts

6.1 ms ADC conversion cycle complete:

6.94 ms 100's BCD triggered from ADC register

49

15.88 ms 10's Binacy-Coded Decimal triggered from ADC register

End 20.82 ms I's Binary-Coded Decimal triggered from ADC register

Every 1/144 second, a four-bit digit enters the parity generator andNRZ(M) conversion unit. The four date bits enter the output registers andsimultaneously set a parity register. Two microseconds after the incomingdata arrives, an output command-pulse transfers the new bits to the recorderamplifiers. The data presented in Figure Ii show the time sequence of theSignal Data Translator output.

2.2.3.2 Signal Data Translator Modules

The Signal Data Translator is assembled In six functional modules: (1)the programmer, (2) the analog-to-digital converter, (3) the relay module,(4) the signal conditioner module, (5) the frequency-to-dc converter, and(6) the pIwtr supply. An exploded view of the Signal Data Translator showingthese modules Is presented as Figure 14. These modules are designed for easyremove 1.

2.2.3.3 Signal Data Translator Self-Test

The circuitry for the Signal Data Translator self-test Is housed In a boxseparate from the SDT chassis. The self-test unit is connected to the SignslData Translator through the connector cn the SDT front panel, shown In Figure 14.

The Signal Data Translator self-test checks the signal conditioner,multiplexers, and the analog-tc-digital converter.

To self-test the Signal Data Translator, the following operations mustbe performed.

a. Set the switch on the self-test unit to Position I.

b. Depress the self-test unit pus,,uttUr,. The lamp on the self-testunit should light within I minute.

c. Repeat for switch Positions 2, 3, and 4. In each position, thelamp should light within I minute after the pushbutton is depressed.

If the lamp does not light under each of these conditions, the SignalData Translator is malfunctioning.

50

TrI

POWR SWK A21A

SIONAL C0*gOOwMMI MOOMI I

F -IGAA@Y-10 SC CONVWyn wL

'AawA'LTO.-10 041?AI COPOVIRmIg AODULSPP- AAM41 MOftI

Figure 14. Signal Data Translator Exploded View

51

A schematic wiring diagram of the SDT self-test cir..uitry is shown inFigure 15. The circuit performs in the following manner: several referencevoltages are applied to the Signal Data Transator. Since the amplitudes ofthese ;oltages are knowr, the outputs of the analog-to-dig;tal converter carbe computed. For each of the reference voltages used for self-test, the mostLignificant decimal digit of the analog-to-digital converter output is examined.This is done as the self-test channel is being scanned. The three a-c signalconditioners and one of the d-c channels are checked.

A three-pole, four-?osition switch is used to select one of the four self-test channels. The signals that operate four of the multiplexer relays areused to determine when each of the four self-test signals have been selected.The 2's bit and I's bit of ,he ADC output are the same for all four tests.Therefore, the two bits associated with the most significant decimal digit ofthe analog-to-digital converter output, the 8's bit and the 4"s bit, are con-nected to the output line either directly oi through an inverter. Thec'rcuitry is such that the output i;fle will Always be high whenever theanalog-to-digiial converter Is correct. If the pushbutton switch is depressedwhen the output line is high, the SCR will be turneJ on, thus lighting thelamp.

2.2.4 Recorder

The third major conponent of the Engine Analyzer System is the Recorder.The Recorder, shown in Figure 16, produces a magnetic tape record instandard IBM format of the measured engine operation parameters, and thevariation of each during the mission. These parameters are received by therecorder from the Signal Data Translator as digital NRZ(M) signals. Therecorder uses a reel which has standard IBM type hubz and can record for30 hr on one reel of tape. At the end of the 30-hr period, as indicated bythe hours-remaining dial on the recorder face, or whenever the operationhistory of the engine is required, the tape is removed and processed by acomputer facility utilizing the Engine Analyzer Data Processing Program; thisresu~ts in a printout of the operating parameters, trends, etc., for each ofthe flights on the tape. Table IX lists some of the important features ofthe recokder and its ma_•ietic tapý. output.

TABLE IX

SIGNIFICANT RECORDER AND OUTPUTT/APE FEATURES

Tape speed 0.259 in./secTime per decimal digit word 1/144 secParallel bits per word and parity 5Words per channel 33-word channels per second 48Words per inch 556Continuous recording 57 secBlanking-gap 3 secLength of gap 0.819 in.Tape width 0.500 in.Tape length 2400 ftTotal recording period 7_ 1 hr

52

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TOL

MULTIPLEXER f2

RELAY 3

-- DRIVERS 4 I1

ISWITCHISI

TO +DC124 b .- 0VOLTAGETO 0 \1 1, ' 10 1,1

SUPPLY

GArE

GATE2

PUSH L4 BUTTON

OUTPUT TL INE

2- Is LAMP4

GATE bC )

14G I E

b•

OD's LINE A

- PULSE DELAY OUTPUT -,. b

II

A-506f

Figure 15. Signal Data Translator Self-Test Circuitry

53

,

Figure 16. Engine Analyzer System Data Recorder,Isometric View

54

The Recorder consists of two separable units: the tape magazine, whichcontains the tape feed and take-up reels and reo.vrding hrads, and the recorderbase, which contains the electronics end the .. tor and t;pe drive mechanism.The recorder base Is securely reck-mounted to the aircraft In the air turbineootor (ATM) compartment behind Access Door FF76. The tape magazine is remova.-ble from the front of the Recorder. Both units are separately housed In dust-proof and humidity-resistant enclosures. The tape magazine, which also servesas a transit container for the tape, has a magnetic shielding liner which pro-vides protection against spurious external magnetic fields up to a magnitude of50 gausses.

2.2.4.1 Recorder Theory of Operation

A functional diagram of the recorder is presented as Figure 17, showing

both the electronic and mechanical portions of the recorder.

The record amplifiers are direct-coupled, solid-state ,tages, providingconstant current to drive the magnetic heads. The timing reference is a 1440-cps tuning fork oscillator which controls the tape drive motor and also pro-vides a 720-cps clock output to control the timing of the SOT. Power suppliedto the recorder Is both 28 v dc and 115 v, 400 cycle (single phase) ac. Thed-c power is used for the motor drive circuits and the electronic functions;the a-c power drives the elapsed time Indicator. The d-c power input is pro-tected by transient suppressors which provide smoothing of aircraft-generatedtransients.

The tape transport mechanism is a capstan-driven, reel-to-reel device.The tape reels are mounted on the same axis for compactness, with the supply(unrecorded tape) rcel muanted on the bottom and the take-up (recorded tape)reel mounted on the top. Take-up is accomplished on the take-up reel by acapstan-driven mylar belt driving the reel through a pulley-clutch combination.A clutch on the take-up reel compensates for the changing speed required asthe reel fills with tape. On the supply reel, hold-back or drag is maintainedby a static slip clutch. This drag prevents spillage from the supply reel aswell as assuring taut guiding from reel to capstan. The capstan shaft isdriven through a multi-jaw coupling between the magazine and the base. Drivepower is provided by a 60-cps synchronous motor through a right-angle gearreduction designed to furnish the required tape speed of 0.259 in./sec.

2.2.4.2 Recorder Modules

The Recorder is designed using modular concepts for ease of maintenance.

2.2.4.3 Recorder Self-Test

The self-test function of the Recorder is actuated by the self-test pusn-button on the front of the recorder, shown in Figure 16. Initiation ofself-test by pressing this button results in two operations: one is the

55

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lIMt , 0MCNI

PLFTt 110MM

MIS "C".% 1 A.2

WM mi0-4" I O

IC Wsst

Figure ~~~MI 060, RwodrFucnliga

56"USPLA

PAN W^1ý1

Illumination of the Interior of the tape magazine which allows the motion ofthe tape pressure roller to bc observed. The rocorder drive motor Is a hyster-esis synchronous device. This operatlio, then, serves as a test of thetape transport mechanism. The second operation initiated by actuation of self-test Is a check of the recording amplifiers arid heads. The self-test circuitsamples the head drive current In each channel. If saturation current Ispresent at each of the record heads during the 3-sac blanking gap period ofthe SDTY an AND gate provides an output which causes the self-test lamp onthe front of the recorder to light steadily for a 3-sec period out of eachminute, Indicating the proper functioning of record circuitry.

2.3 Descriptionof F-AC System

The F-4C Engine Analyzer System comprises two Computer/Displays, oneSignal Data Translat'or, one Recorder, two sets of transducers, and Intercon-necting cables, pnos~amtlc lines, and connectors. A complete list of thetransducers Is given In Table X; the table also presents salient character-,Istics of the system, Including the part numbers, form-factor and weight ofeach of the major system components. The power requirements of the mpJor systemcomponents are Identical to those for the F-IO5D system (see Table II). AppendixII presents complete electrical circuitry schematic for the system components.

2.3.1 Transducers

The system Includes a set of transducers which measure the temperatures,pressures, ON-OFF switch conditions, fuel flow, and speed (rpm), which willIndicate changes of the engine operating conditions. The transducers are ofthe following types:

1. Variable reluctance transducers

2. Position variable resistance transducers

3. Temperature variable resistance transducers

A. P16S©urd 5witchwi

5. Temperature switches

6. Indicators (EGT)

7. Tach-generators

8. Synchro output transducers (EPR, fuel flow)

9. kalay contacts end limit switches

A list of the transducers used In the F-4C Engine Analyzer System IsIncluded In Table X. This table Includes the weight and dimensions of majorsystem components, In addition to the applicable AlResearch part number and AirForce Equipment Reference Number (AERNO). Succeeding paragraphs brieflydescribe the function of each transducer.

57

I

TABLE X

F-AC ENGINE ANALYZER SYSTE14 DATA

Part Size (Inches) Weight

System Components Number height x width x depth (Pounds)

Computer/Display 538254-2-i 7 by 6.5 by 9.88 IN.5

Signal Data Translator 538250-I-I 5.5 by 5.25 by 12.5 17.7

Recoreer 538956 5 by II by II 22.7

TRANSDUCERS

Afterburner Switch*

Anti-Ice Switch*

Boundary Layer Control*Switch

Com.pressor Discharge 538947-1Pressure

Compressor Discharge 558952Temperature

Compressor Inlet Pressure 538362-1-1

Engine Pressure Ratio 61-24840*

Exhaust Gas Temperature 538382Indicator

Exhaust Nozzle Area (Pot) 539440-1-1

Fuel Flow Transducer*

Ignition Switch'

Inlet Guide Vane (Pot) 538442-1-1

11 Pressure Switch 538957

*F-4C engine analyzer system uses existing aircraft transducer

**Air Force Equipment Reference Numbers (AERNO)

&Includes tape and reels

58

TABLE X (contilnued)

Part Size (Inches) Weight

System Components Number height x width x depth (Pounds)

Oil Pressure Transducer*

Oil Sump Pressure 530947-3

Oif Temperature Switch 538948

Oil Temperature Transducer 802187-1

Power Liver Angle 538444-1-1

Spool Speed (N)*

Inlet Total Temperature 60-1625e*

-*Engine analyzer system uses existin., aircraft transducer

**Air Force Equipment Reference Numb(rs (AERNO)

I

59

2.3.1.1 Afterburner (AIB) Switch

MTh afterburner ii5-v &-c signal to computer/Displays one and tw and theSignal Data Translator Indicates that the A/B switch, actuated by a rise infuel pressure, has been activated. AiResearch detection syitem Is Isolatedfrom the aircraft afterburner system by an Isolation relay.

2.3.1.2 Anti-Ice (A/I) Switch

The anti-ice 115-v a-c signal Indicates that the A/I switch In the forwardcockpit has been activated. The wiring diagram of the A/I system Is found InAir Force Technical Manual T.O. IF-4C-2-23, page 3-41, Figure 3-i7.

2.3.1.3 Boundary Layer Control (BLC) ;witch

The boundary ;ayer control switch provides a ground signal to the EngineAnalyzer System that Indicates that the two flap conditions, during which com-pressor bleed air Is used for boundary layer control, are in effect. The twoconditions are full-down and mid-way.

2.3.1.4 Compressor Discharae Pressure (Pod) Transducer

This transducer moasures absolute prissure at the discharge of the com-pressor. The transducer Is a variable reluctance type with a range from 0 to300 psla. The transducer output voltage varies from 0 to 500 my at 400 cpsfor an Input pressure change from 0 to 300 psla with a load of 20,000 ohmsacross the output. The output signal Is supplied to the Signal DataTranslator.

2.3.1.5 Cgme'essor Discharge Temperature (Pcd) Transducer

The compressor discharge temperature transducer Is a variable resistanceelement made of platinum wire, and has a temperature range of -1IOQC to +500*Cwith a nominal resistance of 50 ohms at OeC. The probe tip has an appliedoperating pressure of 0 to 500 psla. The output Is supplied to the SDT.

2.3.1.6 Compressor Inlet Pressure (P t) Transducer

The compressor Inlet pressure transducer utilizes a servoed force-balancesensor and provides outputs proportional to the natural logarithm of absolutepressure, switching action occurring at certain time-rates-of-change of thelogarithm of absolute pressure, and a voltage proportional to absolutepressure.

2.3.1.7 Engine Pressure Ratio (EPR) Transducer

The EPR transducer is a pressure ratio synchro-style thrust transmitter•-p- IIK--). Thn output is supplied to the SDT Scott 1"T transformer.

2.3.1.8 Exhaust Gas Temperature (EGT) Transducer

The exhaust gas temperature system consists of existing Chromel-Alumelthermocouple probes In the engine that actuate a single-point null-balancingtype Indicator In the cockpit. The indicator In turn provides four outputsignals to the engine analyzer. The four outputs are two pots and two

60

Ia

switches; switch "A" closes at 982 0 C for hot start and switch "0" closes at749@C for In-flight overtemperature;pot "I" Is s log function of EGT and pot

"2" is exponential function of EGT.

2.3.1.9 Exhaust Nozzle Area (ENA) Transducer

The exhaust nozzle area .ransducer consists of three ganged nonlinearpots, two 5000-ohm pots and one-I000-ohm pot, the positions of which are pro-portional to ENA. The pots arrt mechanically connected to the ENA Teleflexnozzle feedback linkage. Voltage ratios proportional to ENA are transmittedto thn Computer/Display and to the Signal Data Translator.

2.3.1.10 Fuel Flw (Nf) TransiJo.er

The fuel flow transducer Is a remote Indicating synchro-style rate offlow, transmitter (Type T-6A). The synchro outputs feed the following:

a. An indicator with a range of 0 to 12,000 ppii (Type A-19) in thecockpit

b. A control transformer in the Computer/Display fuel flow servo

2.3.1.11 Ignltion Switch

The Igr.ition switch signal Is obtained from the cockpit Ignition switch.The complete wiring diagram of the aircraft system Is found in Air iorce T.O.IF-4C, Page 3-39, Figure 3-16.

2.3.1.12 Inlet Guide Vane (IGV) Transducer

The IGV transducer consists of three ganged nonlinear pots, two 1,000-ohmpots and one 1000-ohm pot, the positions of which are proportional tc IGVposition. The transducer is mechanically connected to the IGV linkpge In amanner similar to the feedback system. The voltage ratios proportlinal toIGV position are transmitted to the Compute,,/Display and the Signal DataTrensd-,cer.

2.3.1.13 Cil Pressure Switch

Th10 oil pressure switch Is a differential pressure-actuated switch used

as a warntig device to indicate the lo.s of turbi:vee engine lubricating oilpressure. The switch provides a ground signal to the Computer 0lsplay up3nloss of oH pressure.

Tha pressure switch has a pressure and vent port and Is actuated by thepressure ul.Iferevital betwceen ports. When oii pressure is 23 to 28 psid andabove, a diaphragm in the switch housing maintains the switch contacts In theopen position. Whitn booster-pump pressure drops to 20 (t1) psid and belnw,the diaphragm closes the switch contacts, providing a ground circuit ti themaster caution control box. The pressure switch operates as follows: onIncreasing differential pressure, the switch will open the circuit at 1ý3 to28 psid and on decreasing differential pressure, the switch will closes at 20(f1) psid.

01i

2.3.1.14 Oil Pressure (P 11 ) Transducer

The oil pressure transducer is a synchro-style pressure transmitter (H195).The output signals are supplied to an indicator in the cockpit and to theSignal Data Translator.

2.3.1.15 Oil Sump Pressure (PallSump) Transducer

The oil sump pressure transducer is a variable reluctance output typedifferentilA pressure sensor which indicates the proper functioning ortalfunctiorilng of the engine by indicating the common sump to ambient air

differential pressure.

2.3.1.16 1)l1 Temperature Switch

The oil temperature switch is a temperature-actuated switch used forindicating excessive oil temperature on the aircraft engine In flight. Theswitch prov dci a ground signal to the Computer/Display upon excessivetemperature conditions.

2.5.1.17 Oil Temperature (T 11 ) Transducer

The oil temperature transducer is a clamp-on and adhesive-bonded tempera-ture transducer used for measuring the oil temperature of the aircraft enginein flight. The transducer output is a variable resistance signal supplied tothe Signal Data Trantletor.

2.3.I.18 Power Lever Angle (PLA) Transducer

The power lever angle transducer is a single-turn prec;slon linearvariable resistor. The output goes to the Signal Data Translator.

2.3.1.19 S2ool Speed.(N) Transducer

The spool speed transducer N is a miniature electric three-phAse,two-pole a-c tachometer-generator (GEU-7/A). The output signal goes to theComputer/Display and the cockpit indicators.

2.3.1.20 Total Temperature (Tt2) Transducer

The total temperature transducer Is a dual-element total tempera-ture probe capable of oper&ting during atmospheric icing conditions. Thedual elements are platitum wire, temperature-variable resistors which havea nominal resistance of 50 ohms at O°C.

62

2.3.2 CgoMuterjDIsplaV

The F-4C system employs two computer/displays, one for each engine of theF-4C. These units perform the same general functions as the F-I05 computer/display and are Identical to the latter units In external configuration. TheF-4C c-puter/display, as described In the F-105 system description, presentsred-flag Indications when any of several engine parameters exceed predeterminedlimits.

The computer/display for the left hand engine Is located in the forwardcockpit in the left aft corner above tha console. The computer/display furthe right hand engine is also located In the forward cockpit In the right aftcorner just above the carsole.

2.5.2.1 Computer/Display Operation

As in the case of the F-105 system, the computer/display mechanizes testcell and thermodynamic performance parameters to provide a go/no-go assessmentat shutdown of gross engine health. The tests performed are the same as listedin Section 2.2.2.1 for the F-105.

The basis for and mechanization of the tests for the F-4C are essentiallythe same as described for the F-105 (Section 2.2.2). The principal differencesare the test limits employed. The test conditions and limits for the F-4Ccomputer/display are shown In Table XI. A signal flow diagram and functionalblock diagram of the computer/display were presented earlier as Figures 6 and 7.These diagrams Identify the elements peculiar to the F-4C computer/display andstudy of the diagrams provide a working knowledge of the operation theory ofthe computer/display.

Tables X1l and XIII show the inputs, function ranges, and slew rates for theparameters for the referred fuel flow and engine temperature ratio computations.

2.5.2.2 Computur/Dlsplav Modules

The modular construction of the F-4C computer/display is Identical tothat for the F-105 and was shown eariler In Figure 7.

6

63J

II

TABLE XX

COMPUTER/DISPLAY FLAG CHARACTERISTICS

Tet TJest Condlitign Failure Trigger Level

I. Slow start Engine starting cycle Greater than 55 secfrom Ignition or 10%rpm to 50% rpm; lockedout thereaf' 0r

2. Fast stop Entire shut.own Less than 20 sec5O1 to Io% rpm

3. Referred fuel flow Steady-state engine W; meas "Wi ref > 0.10 Wi refope ratstk •, non-afterV.' il ng, non-water :nJictionopelrt ifn

4. Engine temperature Steady-state engine ETIh mes -ETA ref > 0.06 ETR refratio operation, non-

after(urring, non-water Injectionoperation

5. High EGT

a. Hot start Engfw starting cycle Greater than 18000F (982 0 C)to 5)00 rpm; lockedout thereafter -

b. O.pera-tion $u,"irlr•,d eng;nt Greater than 1350OF (749 0C)

operatton

6. Engine overspeed

a. Maximum Any condition Greater than 105% N2

b. Normal Any condition Greater than 103.6% N, forover I min.

7. Low oil pressure Na greater than 90% Less than 21 psid

S. High oil temperature Any condition Greater than 500F (1i90C)

9. Expended hot section EGT greater than Accumulationfactors 1572 R (6000C)

64

TABLE XI1

J79-GE-15/F-`C REFERRED FUEL FLOW COMPUTER/DISPLAYINPUTS,- FUNCTION RANGES, AND SLEW RATES

Slew ScaleInput Function Source Range Rate Factor

SWf . Fuel flow trans- 200 to 12000 NA Synchro-mitter Type J- pph 12.5 pph/deg6A, per MIL-T-6598 to 3K pph

100 pph/degabove 3K pph

Airfrarmie total 3900 to IlO0°R NA Platinum wiretemperature wl th 50probe, NIL-P- res 1 stance27725A, MIL-S 06C27108-2

P 538362-1-1 1.2 to 36 psia Equivalent* Transducer to Ln P

taRate rangeIn I min

N Aircraft tach- 0 to 120 per-ometer, type cent N2R-8IG

fa(As) ---- Nozzle area po- Equivalent to NAtentiometer 2.0 to 5.0 sq

ft

fio(IGV) -GV potentiometer -16.5 to +19.5 NAdeg

/f Computer/Display 0 to 12,000 2000 pph/servo repeater pph sec

T? Computer/Display 3900 to IIO0OF 30 F/secti Isolation trans-

former

N Computer/Display 0 to 120 per- 25,000spool speed servo cent N rpm/mln

Ln N' Computer/Display 6000 to 8600 CompatibleLn N' servo rpm to N and

T ratet2

RN! Computer/Display 0 to 0.6 CompatibleRNI servo to Ptj and'

T t rate

6j

Aj

TAKE, XIII

J79-GE-I5/F-4C ENGINE TEMPERATURE RATIO COWUTER/DISPLAYINPUTS, FUNCTION RANGES, AND SLEW RATES

SlewInputs Function Source Range Rate

Tt' Computer/Display 3900 to IIOOOF 35.F/sec

Isolation trans-

former

EGT ---- EGT Indicator, 700 to 2350ORmodified NIL-I-27209-A

N .... Aircraft tach- 0 to 120 per-ometer, cent NType R-88G

Pt2 ---- 1.2 to 36 psla

f6 (AS) ---- Nozzle area po- Equivalent to NAtentiometer 2.0 to 5.0 sq

ft

ft(IGV) IGV potentiometer -16.5 to +19.5 NAdeg

T' Computer/Display 39Ou to IIOOOR 3uR/sect2 isolation trans-

former

P Transducer 1.2 to 36 psia Enyu!yeentto Ln Pt

Rate range

in I min

N2 Computer/Display 0 to 120 per- 25,000 rpm/mincent N

- Nj Computer/Display 6000 to 8600 Compatible toN servo repeater rpm N and T.

rate LE

RNI Computer/Display 0 to 0.6 Compatible toRNI servo P and T I

t2 ti__rate

l 66

'4

I T7 O 4

2.5.2.3 Comquter/DIsPlay Seif-Test

Conmputer/Display Self-Test Is actuated by the switch in the upper leftcorner of the computer/display face. Position I of the switch, marked NOTRIP, simulates a normal engine operating condition In the computer/display;none of the flags should drop during this phase of self-test. Position 2 ofthe self-test switch, marked TRIP, simulates an abnormal operating conditionIn the computer/display, during which all the flags must drop.

A schematic wiring diagram of the self-test circuitry Is shown In Figure18. When the scif-test switch is turned to position I, NO TRIP, a set ofInput signals corresponding to a typical engine operating condition Is appliedto the computer/display. These conditions are simulated by resistive dIvdlngnetworks. As mentioned above, none of the computer/display flags should drop.Position 2 of the self-test switch, TRIP, applies a set of signals correspond-Ing to an abnormal operating condition. This Is simulated by an improper spoolspeed signal for the other operating conditions. This abnormal condition willtrip both the high consumption flag and the high engine temperature ratio- flag.The remainder of the flags, which are switch operated, are tripped by tneposition 2 self-test circuitry. All the flags should, therefore, trip whenthe self-test switch is in position 2.

2.3.2.4 Computer!•splay Calibration Adjistments

The controls for the calibration adjustments which adapt the computer/display for engine-to-engine variations and for transducer variations arethe same as for the F-105 (Section 2.2.2.4).

2.3.5 Signai Date Translator

The characteristics and operation of the F-4C signal data translatorare Identical to those of the F-I05 except for Inputs.and outputs. The

I characteristics of the Inputs to the F-4C SOT are specified In Tables XIVand XV. The format of the F-4C SOT output Is as shown In Table XVT Forall other aspects of the optratton of this unit, refer to Section 2.Z.3.

6 i

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TABLE XV

PARAMETER FREQUENCY OF SIGNAL DATA TRADISLATOR OUTPUTF-4C ENGIkS ANALYZER SYSTEM

Once Per Sec Per Engine Every 2 Sec Per Engine First 20 S$c of Each Min

w f P oil 20 digits of documentarydate, one digit eachEPR

second

PLA

Tcd (CDT)

Ttj

EGT

TOlt

N

P t

Po1 i-sump

IGN

AB

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IGV

2.3.4 Recorder

The F-4C end F-105 systems use the same recorder. See section 2.2.4 fora description of the recorder design and operation characteristics.

2.4 Ground Calibrator

The Engine Analyzer Ground Calibrator P/N 538256-1-1 (Figure 19) providesground support for the Engine Analyzer System. It Is designed to check outand calibrate the Computer/Dlsplay, Signal Data Translator, and Recorder.

70

IJ

NOT REPR0Dc1IoJ' P.,,TABLE XVI

TLIME SEQUENCE OF SDT OUTPUT

F-44C (J79ENGINE)THIS TABLE SHOWS WHAT SIGNALS ARE TO BE NICORMO IuN EACH 1148T SECOND TIME SLOTPWING AN ENTIRE "INuItIE. THE SIGNuAL PATURN S U IOITICAJ IN EACH SLUCCETOIVE HINU11,

- REFIRIRE 5 V AIM IN S EMS L E

-m L ItA0 EN INE It0 11 * 1 * t

LOOJLIIALPAIv~OE H RACEFEEC SCALECCL

AMR "I :L;CAL

FIgure 19. Engine Analyzer Ground CalIbrator

72

in additLion, all subooduies requiring calibration can be callb,'ated and chickedby the simulated Inputs provided by the calibrator. Any combination of theCoanputer/Display, Siyi~4i Data Translator, or Recorder may be operated simul-taneously. Appendix III presents the electrical circuitry schemiatic af theground calibration.

With the exception of the GFAE tachometer tester TTU-27/EC, the exter-nally supplied cables and holding fixture, all simulated In~puts, and all read-cuts required are contained within the basic unit.

External equipment is necessary only during troubleshooting; the externalequipment needed Is a Tektronix oscilloscope Model 555 or equivalent and ana-c voltmeter, Neuilett-Packard Model 4600H1 or equivalent. The calibrator Iscontained In one chassis and requires only li5-v, 400 cps, 3-phase, and 28-vd-c power tu furnish flight line or shop level test capability for the analyzersystem. The calibrator provides all the power necessary to drive any portionof the engine analyzer system under test. The alternating current suppliedto the various components of the calibrator and to the component being testedIs accurately controlled by a self-contained 3-phase Varlac. Provisions areIncluded for an external adjustable d-c power supply whenever variable directcurrent Is required.

A block diagram of the Ground Calibrator is shown In Figure 20.o Theoutputs which the calibrator furnishes for the Computer/D I splay checkout pro-vide stimuli which can be varied over the entire range of the Computer/Display

functions. The calibrator simulates the swntch inputs to the Computer/DIsplay,such as high oil temperature, by furnishing the required ground or 26-v d-csignal; the variable functions, such as Pt,P are simulated by potentiometers.

For checks of spool speed over the range, a GFAE tachometer tester,Consrlidated Airborne Systems TtU-27/E, Is used In conjunction with the cali-

brator. Testing of parameters other than spool speed is all done at one of

thre- discrete rpm values for N: 50 percent, 85 percent, or 100 percent.Thes values supplied to the Computer/Display are tuning-fork c-ntrol led for

maximi.m accuracy.

Fuel flow Input is provided to the Computer/Display by a synchro. Vari-able over the fuel flow range, the synchro Is Adjusted by a synchro-posrtioner.

A self-contained rateometer Is used to check fuel flow and spool speed

signals from potentiometers on the respective servo shafts In the Computer/

Display. The calibrator contains a Dekatran to check the total temperatureand exhaust gas temperature signals from the transformer windings in theCnumnet~r/nfllspy., A &£*1f-rntmt.m* translsto.,4 a-c YTYM lz uzed fo nlInd Is rqion.

A switch Is provided for the Computer/Display elapsed engine time Indicator.This allows verification of proper Indicator operation, after which theIndicator Is switched off to prevent the accumulation of Indicated engine timeduring ground testing.

73

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(liure 20. Engine Analyzer Ground Calibrator Block Diagraii

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II I I II I I I I III II 1 I I I II I II II II II II 1 I I H

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Provisions are Included in the calibrator for testing the Computer/Displayspool speed module and the servo module. Energizing dc and a spool speedsignal are provided to the N module for Its checkout. A highly accurateadjustable d-c signal is provided to simulate the N converter and directlydrive the chopper In the spool speed loop. The calibrator provides to theservo module the necessary power, a fuel flow signal to the Wf control trans-

former, and signals for the Reynolds number Index and NX servo follow-uppotentiometers.

All Inputs to the Signal Data Translator are fixed signal points simulatedby resistive dividers, tapped transformers, switches, and fixed resistors.The gains on each Input are staggered to detect any shorts between channels.The staggered points also provide an Indication of the linearity of theIndividual active elements. Provisions for the calibration of the analog-to-digital converter module are Included. A readout panel is provided whichpresents the number and output of the channel being checked. Frame numberIs also presented to allow stepping through 20 48-channel frames to checkeach of the thumbwheel switch outputs. The channel and frame advance functionsgate a free-running oscillator to the Signal Data Translator clock Input.Internal calibrator logic counts the output pulscs to provide the SDT with therequired number of pulses for channel and frame advance.

To check the recorder, the calibrator provides a 9-v signal to each ofthe recorder Inputs, in addition to the required power. A test point fromeach of the record heads Is brought out, and the VTVM In the calibrator isused to see that there is current of sufficient magnitude and proper phaseflowing In each head. The 720-cps clock signal is also checked by thecalibrator by means of a small electronic counter and meter.

2.4.1 Calibrator Sub-Units

The ground calibrator is physically arranged in five separate panelswhich are shown In Figure 21, Each panel and Its accompanying chassis isconsidered an -!d!vldus! subunit of the cbr.or.a' Th.e top panel . .thepower supply sibunit; the second Is the ratlometer; and the third contains theSDT readouts and the controls for stepping through the channels and framesof the SOT. The chassis of the fourth panel, which is blank, holds the logiccards for the SOT readout circuitry. The bottom panel Is the switching paneland contains the controls for the parameter simulation that the calibratorsupplies to the Engine Analyzer System. On the lower right side of the cabinetare the connectors for the power required by the calibrator, and, behind ahinged door, are the connectors for the system components and modules.

Illu..Sl LU ILIIq= I IVq• U@II L , ,@II~I I• 1 ItIJJlllVUlUI I rl i LI I•IL ¶ .~ O

description of each panel follows.

a. Power Panel--The power panel controls the 28-v d-c and I15-v, 400-cps, three-phase power for unit checkout. The panel contains meters for moni-toring, control switches, pilot lights, adjustments, and fusing for the 2&-vd-c power and the three-phase, 115-v a-c power. The fuses have pilot lampswhich light when a fuse blows. There Is a four-position control switch forboth the d-c and a-c supplies.

75

1 I

._-___ .i-; _r .,.

IIF[~T~4~1 II

Figure 21. Ground Calibrator Faee

76

r=1

ýba Pa

I

SThe a-c power switching arrangement Is Identical to the d-c switching.The ac, in addition, is adjustable by means of a three-phase Variac and atrim adjustment for the A-ph.ase. The ac Is monitored by pilot lights for eachphase and an exr ,nded-icale voltmeter which can be switched to each phase orto monitor the 1-ohase trimming. Each phase is fusee, for 2 amps. The "OFF"positions remove power from the units completely. The "STANDBY" positionsupplies power to the ratiometer, readout, and the logic panels only. The"PRIMARY" posltloo supplies power to the Computer/Display for checkout of"essential' circuits only. The "SEC" position supplies th- power required bythe modules, any combination of Computer/Display, Signal Data Translator, andRecorder.

The d-c voltmeter is used to monitor the 28-v d-z bench supply, while theexpanded scale a-c meter monitors the three-phase output of the three-phase

* adjust Variac by means of the phase monitor switch. The "AO TRIM" control. acts as a vernier on the A-phase voltage when the Signal Data Translator Isbeing tested. This centrol adds or subtracts a small voltage from the A-phaseand is monitored on the a-c meter when the "PHASE MONITOR" switch Is in "AllTRIM" positicv. Front panel fuses and power lamps are also provided.Accessory power connectors are located on the rear of the chassis with accessthrough the rear cabinet door.

b. Ratiometer--The ratiometer is an ESI model 4000-3182 which functionsboth as a ratlometer and digital voltmeter. All controls for operation are

f located on the front panel. Inputs to the ratiometer are controlled by the"INATIOMETER SELECTOR" switch located on the switching panel.

c. Readout Panel--The readout panel contains all the control circuitryfor the various operational modes of the Signal Data Translator and a visualreadout device which displays the individual channel readouts (000 to 999),the channel .0 to 48) and frame counts (01 to 60). A separate power switchand fuse are provided. The "Sync" switch (which must be depressed at theIF start of each checkout) iii ujsed to synchronize the calibrator to the SignalData Translator.

The channel "ADV" swlth will advance the Signal Data Translator onet| channel each time It is depressed. The readout and channel will visually

appear in the readout window. The channel "SLEW" switch permits rapid accessto any of the 48 Input channels.

(8The frame "ADV" switch will advance the Signal Data Translator one frame(48 channels) each time it is depressed. The number of the frame will visuallyappear in the frami readout windowt gTe fraee-ruEn and 6 cps and switchepermit rapid access to any of the 60 frames during testing or troubleshooting.

A block diagram of the readout logic is presented in Figure 22. TheS~~channel and frame advance switches gate free-nnn60-s d80-p

oscillators, respectively, to the counter logic and the SDT. When the requirednumber of pulses for the desired advance have passed, the clock gates arei closed and the frame and channel number are digitally displayed. The SDT out-put Is read, converted from non-return-to-zero to decimal, the parity computed,and then displaced.

77i

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UP

Li dlNz

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78

4

d. Lalic FI -- The hlgic panel converts the NRZ logic output of theSignal Data Translator into decimal form which drives the visual display i-,

the readout penel. Operator control Is provided by the readout panel.

e. Switchina Panel--The switching panel provides the simulated inputsand required readouts for the modules, Signal Data Translator, Recorder, andComputer/Dlsplay. Each ccntrol, beginning left top, left to right, will bediscussed below.

The "SOT Power Output" lamps "AC," "DC," and "GRD," indicate that proper

power Is available from the SOT for driving thE recorder.I The. eght lamps labeled 7.5 percent through 105 percent, check switchclosure when the Computer/Display `N Servo" module is being tested orcalibrated.

The "Lamp Test" switch is a self-test of the eight lamps previously=described.

The "Ratiometer EXT" and "iOV REF" Jacks allow external use of the ratio-meter when the "Ratiometer Selector" Is in "EXT" position.

The "Ln P (I and 2)," "IGV (Ln Flo and Ln FO)," "ENA (Ln f 2 and Ln f6p"T2

"Ln EGT" and "Expended Life" are 10-turn precision potentiometers used tot simulate Inputs to the Computer/Display.

The "NUJ.L" meter is used with the "AC RATIO" ratiotran when reading theInputs shown for the "Recorder," "SOT," and "CO" on the "Function Selector"switch.

The "Recorder Frequency" is a self-contained digital counter which checksthe Recorder clock frequency during Recorder testing.

,,,c ,'.,li, and "BrM dge" t Lt j k--"- a, low eL ,,,iE l usI Ue LOf ,hP"URatio" ratlotran and "NULL" meter when the "Function Selector" is In "EXT"position. I

The "AC RATIO" ratiotran Is a five-place a-c voltage divider used toread out all positions shown on the "Function Selector" switch except NJ andRNI positions. In these two positions, ratloed voltages are supplied to theNJ and RNI servo modules for calibration of the Wf, NJ, RNI servo module.

The "TT Sim" is a precision, five-place resistive network designed tosiffmlate the total temperature probe during Computer/Display checkout and

i ¢cal ibration.

The "N Servo Command and ADC Input" simulator is a precision, five-placeresistive divider used to provide d-c voltage ratios when testing either theComputer/Display "N Servo Module" or the SDT "ADC" module. Its ese is con-trolled by the "N and ADC IN" positions of the "Ratiometer Selector" switch.

79

The Wf simulator Is a precision IO-turn Acton positioner driving a

synchro which simulates fuel flaw. The output is used by the Computer/Dlsplaypand the Wfs NJ, RNI Computer/Display servo module.

The "Function Selector" switch selects and routes the Inputs and outputsof the "AC RATIO" ratiotran and "NULL" meter. When testing the Recorder,positions I, 2, 4, 8, and P read out acceptable limits of recorder head currentson the"NULL" meter. At each position, the "Recorder Test" switch Is actuatedfrom "A" to ::B" position. This checks that the record amplifiers providecurrent reversals. Positions El, E2, E3, and E4 are used to measure the a-ctransducer excitation on the "AC RATIO" ratiotran and "NULL" meter when testingthe SOT, Positions "EGT and TT, REF" and "EGT and T OUT" are used

to measure the /dO outputs to the SOT on the "AC RATIO" ratlotran and "NULL"meter when testing tl.' C-Ampuier/Display. The remaining three positions werediscussed under "AC RATIO" ratiotran.

The "SDT SWITCH INPUT" switch simulates aircraft switch functions asIndicated on the switch plate. These are used when testing the Signal DataTranslator.

The "Ratiometer Selector' selects all Inputs for the ratiometer. Nt andLn N2 are used during N module calibration. Wf, Ln Wf , RHI' (fs and f 7 ), and

N, (f, and fs) are used during calibration of the Wf, RNI, NJ servo module.

Positions were previously discussed under "N Servo Command" and "Ratlometer",respectively. "N Volts" is used to monitor the N rate lockout sigrnl duringComputer/Display checkout. The "ADC VOLTS" is used to check the 5-v d-creference when calibrating the ADC.

The "N FREQ SIM' provides three precision frequency points for checkoutof the SOT and C/D. An "Ext" position Is provided to use the GFAE TTU-27/Etachometer tester as a test Input.

All 13 toggle switches, except for the "Recorder Test" previouslydescribe, ar- e ,,q usud as .mi e during chac.out of Oh-Ckmpte y.

All connector receptacles are located on the switching panel chassis andare accessible through an access door on the lower right side of the calibratorcabinet.

In addition to the front panel controls described previously, the chassiscontains all the simulated Inputs for the SOT. These Inputs consist of fixed-gain, precision-calibrated, resistive dividers, transformers, and resistors.The characteristics of each are described In Tables XVII and XVIII under Accuracy.

2.4.2 Simulator Characteristics and Accuracy

The Important characteristics and accuracies for all the simulated Inputsrequired by the Engine Ana~yzer System are tabulated below. These are dividedinto two groups (J) front panel variable functions which have been previouslydescribed and are used mostly for Computer/Olsplay checkout and calibration;and (2) the fixed-gain simulated Inputs for SOT.

80

I 4

TABLE XVII

FRONT PANEL FUNCTION

FunEt|on_ Accuracy Com.*nt

D-c power Meter 2%

A-c power Mel;er 04% FS Expanded metercalibrated at 915 v

Ratio Rati oreter *0.0%• full scale - aplus 0.002$ per OCfrom 250C

O-c voltage Ratiometer *0.01% full scaleplus 0.()02$ per QCfrom 250C

Readout end logic Digital No error[ panelsS(I) lOT potentiometer 10.1$ FS

i PT2

P T2 (2) lOT potentloimter *0.1% FS -

Ln EST lOT potentiometer 0.1i% FS

Expended life lOT potentiometer :0o%3 FS

EGV Lnf1 O lOT potentiometer ±0.2% FS

IGV Lnf9 lOT potentiometer 10.3% FS

ENa Lnf2 10T potentiometer 0.1l FS-

EPA Lnf 6 10T potentlometer *0.1% FS

Null Heter *0.5 mv

Recorder freq Digital circuit 0.1% at 720 cpsand meterII

A-c ratio Itatlotran *0.002% FS

T T Sim Dekastat *0.5fR -

ABC Input Dekastat *0. IFS -

SII

TABLE XVII (continued)

Function D&v Ice AccuracyX_ Camwnt

Wf SIM Synchro and *0.2 dogpos itioner

N FREQ SIN Tuning fork 1:0.0211 of Fixed frequencyoscillator frequency points at 35, 63,

and 70 cps

TABLE XVIII

FIXED SOT FUNCTIOS(INTERNAL TO CALUIRATOR)

Fixed Outputor Gain Setting

Funct Ion Device Sett!noAWf No. I Resistive 0.010 4O.z% 1id

Divider

Wf No. 2 Resistive 0.120 to. 2 m1!=dDivider

A8 No. I Resistive 0.140 *0.2% 1ndDivider

As No. 2 Resistive 0.160 J:0.2% IndDivider

A No. 2 Resistive 0.160 *0.2% IndDivider

PLA No. I Resistive 0.500 *0.1% IndDivider

PLA No. 2 Resistive 0.520 *0.1% IndDivider

IGV NO. I Resistive 0.540 *0.1% IndDivider

IGV No. 2 Resistive 0.560 *0.1% IndDivider

82

U

IItI! -i

TABLE XV1II (continued)


"_FunrieIon De Ulm - Setti!na Acrcu reacy,

Spare CN 26 Resistive 0.570 1.1I Inddivider

Spare CH 32 Resistive 0.500 10.1% FSdivider

T No. I Resistive 0.50 *0.1% FS

T!I No. 2 Resistor 0.10 V0.1% FS ,NI J75 Tuning fork 35 cps *0.2- of

osciIlator 63 cps frequency

70 cps point

N2 J75 Resistive 0.900 *0.1 Inddivider

N J79 No. I Resistive 0.920 ±0.1% Inddivider

N J79 No. 2 Resistive 0.940 *0.1 Inddivider

PT2 No. I Resistive 0.960 *0.1% Inddivider

PT Mo 2 Res!itive 0.,, ±0.1a• u !,

divider

COT No. I Resistor 0.099 *0.2% FS

COT No. 2 Resistor 0.050 *0.2% FS

EPR No. I Transformer UZ 120 dog *0.25% Ind

EPR No. 2 Transformer UZ 240 dog 10.25% Ind

P No. I Transformer EZ 0 deg 10.25% Ind

Pol No. 2 Transformer EZ 300 dog [ 0.25% Ind

83

'TABI V.IWfv .1 - -to - _ a N


FunctIon , evice jetting Acfurocv,,,

P No. I Transformer 0.450 v ac ±0.25% Ind

pcd Ho. 2 Transformer 0.225 v ac ±0.25% Ind

P off No. I Transformer 0.045 v ac *0.35% Ind

P 0 oil No. 2 Transformer 0.005 v ac ±0.5% Ind

P0 oil Transformer 12.95 v ac ±0.25% ind

Spare CH 47 Transformer 0.450 v ac ±0.25% Ind

TT2 re! Transformer 4.50 v ac ±0.25% Ind

TT 2 out Transformer 2.50 v ac ±0.25% ind

EGT No. I ref Transformer 4.50 v ac ±0.25% Ind

EGT No. I out Transformer 3.25 v ac ±0.25% Ind

EGT No. 2 ref Transformer 4.50 v ac ±0.25% Ind

EGT No. 2 out Transformer 1.25 v ac ±0.25% Ind

84

I

'I

APPENDIX I1I

CIRCUIT SCHEMATICS FOR F-105DENGINE ANALYZER SYSTEM I

I

I

85

II!

ItN

F INPUT: IOV ±0.5 VAC, 400 CPS

A

LI R4

R2 R5

IIR3 R6

R7L2

C *

OUTPUT: E0.5 VACAT MAXPRESSURE F

A-37828

Figure 23. Oil Breather Pressure (P/N 538247-2) andCompressor Discharge Pressure (P/N 538947-1)Transducer Circuit.-Schematic

87

( 550 CeATOOC B! •.O.25% -

C

Figure 24. Compressor Discharge Temperature Transducer(P/N 539952) Circuit Schematic

88

t

2 Ki

3L

I N

2 B

I IT

2 U

I V

i Figure 25. Compressor Inlet Pressure Transducer(P/N 538962-1-1) Circuit Schematic

89

I.- S - -

p

2500

S

L

2000 A Nt3%

N

F

G

D NOTE: Unit Is a modified

""S-24569-1 Indi cator

Figure 26. Exhaust Gas Temperature Transducer(P/N 538380) Circuit Schenatic

90

Ai

A-- y..

I

ImI

Figure 27. Oil Temperature Switch (P/N 538948) CircuitS chemati|c

91

tI

|I

I -I, .

L!

Li

I180 at 32F*

415 A at 350 F*I±%A

A-37059

Figure 28. Oil Temperature Transducer (P/N 538950)Circuit Schematic

92

rD

JLJ

AiI -,10• 14F -1

ii I

Figure 29. Power Lover Angle Transducer (P/N 538444-1-1)Circuit Schemati

93

I~1~

tP -

I _-l

I~ L-

.4 -M

~A

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1 IT K.-C

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4 -C2pf qO E A,r .jW

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-ASSYLIST OF MATERIAL

______VV V'ic Nr,~ [FwAGi,'ALA C.Ci,

I UWSAU WjG"uM M 611 4MhG Itio I:"mu m(

AMW[ ill11 .$H D0s 809051VLMSZ CIMCMEWWSE Ptt

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i

M 2

4+'4

I 4r

I

Schematic 898-308 for the Date Recorder SystemEMR-2, P/N 538956, Is available from ElginResearch and Development, Division of ElginNational Watch Company, Elgin, Illinois, !Drawing 898-308 Project 20B98.

1

II

I

EN(2 / 385,i viabefo liReerhadDvlpet iiino li

NainlWthCmanEgn liosDrwn 9-0 Poet288

11I

/iI

I APEDII

I i

4

I

I£ I

tt°

Sr'--INPU/T: IOV 10.5 VAC, 400 CFIS

II

! ,,Am's'

' L R4

R3 R6

I2 R7, L2

IC

Cl

D,

SOUTPUT- EST0.5 VAA, 0

SPRESSUREi A-37022

SFigure 30. Compressor Discharge Pressure Transducer i !S~(P/N 538947-1) Circuit Schematic

117

iiiT117!R

I II 4

t7

000

A-POGO

Figure 31. Compressor Discharge Temperature Transducer(P/N 53895.2) Circuit Schematic

lie

A!4t

I

2 K

3 L

3 T

2U

P28 V4IA-ama

Figure 32. Compressor inlet Pressure T6-mnsducer(P/N 538362-1-1) Circuit Schematic

119

2500 •

*3% ft

S

L

2000n

N

r---)-- F

G

E

D NOTE: Unit Is a mod'ffed

BJ 1S-24569-1 InQu aLwr

+ LJ.,.

Figure 33. Exhaust Gas Temperature Transdijcer(P/N 538382) Circuit Schematic

120

AAA

IK

10400A

3H

5000A12% 2 c

5000

*2 %

JE

Flaure m4. Exhmut unz~ Ar. i.e

121

15K

±2%2

3 M

ID

5000 A2 C

5 B

Fo G

5000A 2 F

3 E

A-iNS

Figure 35. Inlet Guide Vane Transducer (P/N 530'2-1-1)Circuit Schematic

122

REFERENCEr 0

PRESSURE

VAR IABLIEPRESSURE

A-STOU7

Floure 3-6. Oil Pressure Switch (P/N 538957)Circuit Schematic

123

*1

*1

INPUT:lOV 1bO.5 VAC, 400 CPS

F RIA

LI R

L RRA

L2R:3 R6

SL21 R7

C -4 i___________

C!

/D

OUTPUT: E0.5 VACAT MAXPRESSURE F

Figure 37. Oil Sump Pressure Transducer(P/N 538947-3) Circuit Schematic

124

,_1

!I

I

I --

* IA-3?OiO

Figure 38. Oil Temperature Switch(P/N 538948) Circuit Schematic

aI 25

II

D

180 j% at 32*F±0.6%

405 A at 550OF C

iti

8q

126

B

Figure 59, 011 Temperature Transducer (P/N [:02187-1)Circuit $chienmtic

: 126

-I

4

tr

!DI 3

IB

I .

S~A- MOMM

Figure 40. Power Level Angle Transducer(P/N 538444-1-1) Circuit Schematic

127

I V,

.LNU[I IA I F II.IJ_ _ _ _ J-J _ _H_ I-_ IT_

g ~ ~ ~ ~ ~ ~ ---- - j __ _ __ _ _ __ _ __ _ __ _ _ __ _ __ _ _

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APPENDIX III•!

CIRCUIT SCHEMATICS FOR F-105D AND F-4C iSYSTEM GROUND CALIBRATOR I

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UNCLASSIFIED N

- C4WOMIT CONTROL DATA - R&D

I. OflIGINATIN4 AifLIVITY (C..~.m4.mbetJ Sk.S. Aome OT OCURITV C ta.6I!PUCA?0aN

AiResearch Mfg. Company, a Division of The Garrett UnclassifiedCorporct!en, 2525 W. 190th Street, Torrance,Cslif. SO _ __

a. nlPORT ,4TLS

TURBOJET ENGINE ANALYZER SYSTEM

4. Og"FlPT|V~t volJ"JIm (1•lW of Rio OW ahlhll d""m)

Final ka•port May 1963-July 19655. AUTNOM($)XZ (fla.. aZ wfame.f. Mtl)o

HARRIS, WHIifE J.

4. f1POPIT DATE To. TOTAL 09. o, PAOF O Tb. NO. OP NiPa

June 1969 153 NoneMs. CONTRACT ON *EANT NO. So. O@m6ATOR8 RUPONT NUM4EW)

AF 33(657)11503 None4. aaCT, N. 3147

s. Task No. 314701 NOM , 4,, ,.A.,,MM A,.N.W.0,6.•&.

d. item No. 10 SEG-TR-67-44tI. AVAILAILITrY/LIIdTATION ueTICU This document Is s bject [3 specal export controls, andeach transmittal to foreign governments or foreign nationals may be made only with priorapproval of Deputy of Engineering, Directorate of Propulsion & Power SubsystemEnglnnering A.RNJD. Wright-PattersonAir Force Pase. Ohio. 45433.

$I. SUPPLIRMSWIARY NOTU3IS SPMOINIU MIUTrA^ ACT MTVSystems Engineering GroupNone Aeronautical Systems Division

IAF Systems Command, Wright-Patterson AFB, OhioIS, AUTRACT

This report describes Turbojet Engine Analyzer System as developed forapplication to J75-19W ond .j79-15 engines. included are descriptions nddesign details of each major system component. The theory of operation, themodular breakdown, the self-test provisions, and the adjustments of the com-ponents are presented. Similar material is included on the System GroundCalibration, a piece of ground support equipment.

The system is designed to monitor, analyze, and assess complete turbo-jet engine performance during ground and flight operations for the purposeof detecting required maintenance and diagnosing incipient or actual failure

This abstraint in ,ubJect to spcil export controls, a, d eac' trufmiiai toforeign governments or foreign nationals may be made only with prior approval ofDeputy of Engineering, Directorate of Propulsion & Power Subsystem Engineering,ASNJ.D, Wright-Patterson Air Force Base, Ohio.

DD 1-1473 ______ _____Secudtt Claaaufcalos

*1.

UNC.. LASI DFIED.L

Security claialfica______14.t NK yWORD LIMCK A LIN - IN

______________________________________ OLaC WT RCLS Wy POLK W

Engine Analyzer

Jet Engine Analyzer

Engine Performance Computation

Airborne Data Acquisition

Engine Data Processing

INIWUUCT1ONS1. ORIGINATING ACTIVITY. Enter the naem saM ~ aa luse by security cloelsficetiono using standeard statement-of the contractor. subcontractor, Urantee, Departuuott of Do. uha.(on". activity or other organization (cooporato dthor) issedeg (1) "Qualified requesters may obtlai copies of thisthe report. report from DDC."12&. REPORT SECU19TY CLAISFICATIOIft Enter the over- (2) "Foreign aintsoucmeat mand dissemination of thisall security classifiaction of the espon. Iundicate whether"Restricted Date" is inclvuded Marking Is to be in ocord-reotbDCisotutrtd"ane* with appropriate security reguations. (3) 11U.S. Govaauseaet agencies may obtain copies at

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6. RPOR DAt. nte th dae o th reortes ay, the depeartental project office or l aborstory sponsoring (pay-mnonth. year- or month, year. If more than one date appearstereerh n eelpet.Icue deson the report, use date of publication. 13. ABTRACT: Enter an abstract giving a brief sod factual

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*7b. NUMBER OF REFERENCES; Entar the total number of It is highly desirable that the abstract of classified reportsreferences cited in the report, be unclassilfied. Each paragraph ot the abetract shall end withgo. CONTRACT OR GRANT NUMBER: If appropriate, ester an indication of the stilit, necurity classification ot the in-I qapiicsoue nuamber of tam contrats or Mrant uwnder W1144:11 i...n~ pus. m y.,i. . J (LA. -C t~ UJ.thbe report was, Written. Therm is no limitation to length af the abstract. How-Sb, Sc, & &d. PROJECT NUMBER. Ester the appropriate eoer, the suggested length - .ram 150 to 225 words.military department identification. such "a Project . 14.E OD:Kywnsaetcnclymaigu em

aubpojet maker cysem umbrs, asknumbr, tO*or Short p&reaea that characterize a report end may he used asgo. ORIGINATOR'S REPRTW NUMBER(S): Enter the otil- Index eatutes for csatlogiow. the report. Key words must beciel report number by which the documeet will be identified selected so diat no siecurit,- clasaltlcatiom is tequirsd. Identi-

and controlled by the originatina activity. This number must tiaer. such as equipment No~et dealwaation. trade same, militarylbe unique to this report. Project code, nme. geographic locealo Maywe be mosd as key9b. OTHER REPORT NUMBERS): If the report has boom words baut will be followed, by an indication at technical conn-assigned any other report numbot. (either bthjfie aridinalor test. The esselgusent of links, rules. and weights is optionailor by the sponsor), also enter this number(s).10. .ýVAILADMITY/LORITTION NOTI1CES: Eoter my tim-itationsaon further dissemasetion, of the report, other than t

UNCLASSIFIEDSecurity Classification

Documents

NEW LIMITATION CHANGE TO · 10 Signal Data Translator 34 Ion Front View Photograph of Signal Data Translator 35 II System Timing Diagram Recording System Signal Data 39 Translator