Gas Turbine Vibration--Vibration is
Fuel inlet temperature--Temperature is
sensed by two velocity pickups. One pickup is
sensed by a platinum RTD installed in the fuel
inlet line inside the gas turbine enclosure.
flange at the 12 o'clock position; one is mounted
Power turbine inlet gas temperature
on the turbine rear frame forward flange at the
12 o'clock position.
(T5.4)--Temperature is sensed by 11 dual-element
chromel-alumel thermocouples installed cir-
cumferentially in the turbine mid frame. They are
electrically paralleled to produce a single
(Ps3)--Pressure is sensed from a pressure tap on
the Ps3 sensing line to the MFC and is piped to
a base-mounted transducer.
Enclosure cooling air out temperature--
Fuel manifold pressure--Pressure is sensed
Temperature is sensed by a platinum RTD
mounted on the enclosure ceiling on the centerline
from a pressure tap on the fuel manifold
and just forward of the exit area.
downstream from the No. 2 fuel shutdown valve.
The pressure is piped to a base-mounted
MFC power lever position--A 0.5 to
10-volt dc signal from the PLA actuator position
feedback potentiometer is sent to the FSEE.
Fuel pump filter differential pressure--
Pressure is sensed from two pressure taps in the
fuel pump body at the filter inlet and discharge
ports. Pressure is piped to a base-mounted
transducer and a base-mounted gauge.
The FSEE is the major electrical interface to
Lube supply pressure (pump discharge)--
Pressure is sensed from a tap on the supply
the LM2500 GTE. It is a metal cabinet located
outside of the gas turbine enclosure that contains
manifold downstream from the supply check
valve. Pressure is piped to a base-mounted
most of the electronics necessary for control of
the propulsion turbines. Each FSEE controls two
LM2500 GTEs. Therefore, there will be one FSEE
Lube supply filter differential pressure--
per engine room.
Since the FSEEs are similar on all ship classes,
Pressure is sensed from taps in the filter head at
we will discuss the basic FSEE, pointing out the
the inlet and discharge ports. Pressure is piped
to a base-mounted transducer and a base-mounted
differences as necessary. The major differences
are the input power supply and the start/stop
sequencer (on the FFG class). Another difference
L u b e scavenge filter differential
FSEE of all classes but the FFG class.
pressure--Pressure is sensed from taps in the filter
The start/stop sequencer in the FFG-class
head and piped to a transducer. Both filter and
transducer are mounted on the LOSCA.
FSEE provides for independent manual and
automatic remote control of startup, operation,
Lube scavenge temperature--A-, B-, C-,
and shutdown of the GTE. The system also
monitors various parameters to ensure safe GTE
and D-sump and the AGB-sump temperatures
are sensed by platinum RTDs installed in
operation. The same capabilities are provided for
on the CG-, and DD-class ships, but from
each scavenge line near the inlet ports of the
a separate system called the engineering control
and surveillance system (ECSS). In the following
discussion, we concern ourselves with the
Lube scavenge pressure--The pressure is
operation of the FSEE which, with the exceptions
sensed by a transducer in the lube scavenge return
already discussed above, are similar to all classes.
line near the LOSCA.
The FSEEs used on the CG-, and DD-class
ships (fig. 2-53) have fewer components. This is
Lube cooler outlet temperature--Temper-
because the start/stop sequencing on these ships
ature is sensed by a platinum RTD installed in the
is done in the PLCC. Only one circuit card rack
cooler discharge line at the LOSCA storage-tank
is used; it holds the circuit cards for both GTs.