Fuel control

Claim 2

In a gas turbine engine control which responds to a compressor discharge pressure (CDP) and a compressor bleed pressure (CBP), the improvement comprising: (a) sensing means for sensing whether the aircraft is on the ground and (b) means coupled to the sensing means for artificially increasing the ratio of CBP/CDP which is sensed by the control, during engine startup, while the aircraft is on the ground.

Claim 3

A control for controlling a gas turbine aircraft engine, comprising: (a) a CDP line for transmitting a signal to the control indicative of a Compressor Discharge Pressure; (b) a CBP line for transmitting a signal to the control indicative of a Compressor Bleed Pressure; (c) a first check valve means for inhibiting fluid flow toward the engine in the CBP line; (d) a solenoid valve means for coupling a source of air pressure to the CBP line at a tap which is downstream of the first check valve; (e) sensing means coupled to the solenoid valve means for sensing whether the landing gear of the aircraft is down and, in response, signalling the solenoid valve means; (f) a relief valve interconnected between the solenoid valve means and the tap of (d) for limiting the pressure in the CBP line in the region of the tap to a predetermined value with respect to a selected reference; and (g) a second check valve means for preventing flow out of the CBP line toward the solenoid valve means when pressure in the CBP line exceeds pressure of the source of (d); wherein the control reads a different CBP pressure than actually exists during ground starts of the engine and is thereby induced to de-rich fuel-air ratio below that which would be supplied if the actual CBP were read.

Claim 4

A control for controlling a gas turbine aircraft engine, comprising: (a) a CDP line for transmitting a signal to the control indicative of a Compressor Discharge Pressure; (b) a CBP line for transmitting a signal to the control indicative of a Compressor Bleed Pressure; (c) a first check valve means for inhibiting fluid flow toward the engine in the CBP line; (d) a solenoid valve means for coupling a source of air pressure to the CBP line at a tap which is downstream of the first check valve; (e) sensing means coupled to the solenoid valve means for sensing whether the landing gear of the aircraft is down and, in response, signalling the solenoid valve means; (f) a relief valve interconnected between the solenoid valve means and the tap of (d) for limiting the pressure in the CBP line in the region of the tap to a predetermined value with respect to a selected reference; and (g) a second check valve means for preventing flow out of the CBP line toward the solenoid valve means when pressure in the CBP line exceeds pressure of the source of (d); wherein the control reads a different CBP pressure than actually exists during ground starts of the engine and is thereby induced to de-rich fuel-air ratio below that which would be supplied if the actual CBP were read.

Claim 7

In a gas turbine aircraft engine to which fuel delivery is controlled by a control which in turn responds to a compressor discharge pressure (CDP) and a compressor bleed pressure (CBP), a method of modifying the ratio between fuel flow rate and a compressor discharge pressure, comprising the following steps: (a) sensing whether the aircraft landing gear is down and, if the gear is down, porting starter air pressure (SAP) to a line carrying a CBP signal to the engine control; (b) limiting the starter air pressure which is ported to the CPB line to a predetermined excess above ambient pressure; and (c) preventing the application of SAP to the engine; whereupon the control is induced to de-rich the fuel-air mixture delivered to the engine.

Claim 8

In a gas turbine aircraft engine to which fuel delivery is controlled by a control which in turn responds to a compressor discharge pressure (CDP) and a compressor bleed pressure (CBP), a method of modifying the ratio between fuel flow rate and a compressor discharge pressure, comprising the following steps: (a) sensing whether the aircraft landing gear is down and, if the gear is down, porting starter air pressure (SAP) to a line carrying a CBP signal to the engine control; (b) limiting the starter air pressure which is ported to the CPB line to a predetermined excess above ambient pressure; and (c) preventing the application of SAP to the engine; whereupon the control is induced to de-rich the fuel-air mixture delivered to the engine.