Here goes the riddle for them into avionics: What goes 24 different ways and reads 4 times a second? Hints: 24 is the number of engine parameters; 4 is data re-check. JPI's Accurate Electronic Data Management Systems for the Aircrafts or EDM are bar-graph Aircraft Flight Instruments that have met the harsh environmental standards of FAA, TSO. The JPI's Accurate Electronic Data Management Systems for the Aircrafts run a 3-year warranty and is a bright example of what latest microprocessor technology can do to the EDM! Besides, it frees you from the burden of field adjustments and calibration and also of ICA. A credible and accurate Engine Data Management system must offer an accurate piston-engine monitoring using advanced technology, methods and materials and so far, the Engine Data Management 800 system has been considered the best in the market. It has been designed to monitor twenty-four critical parameters while the engine runs and the data upgrades four times a second. The riddle is solved. The EDM 800, JPI's Accurate Electronic Data Management Systems for the Aircrafts, if simplified, is a personal flight engineer who’s always there as a background support, always on the watch over the engine while you concentrate fully on flying. The EDM 800 has some extra features (fuel-flow, for example) than the previous EDM 700. The fuel-flow control helps in automatic leaning. It’s a quick process run by LeanFind™. The RPM, Manifold pressure with Electronic Data Management Systems and Outside Air Temp with probe are also present. These probes respond to every temperature change due to their fine tip and space age metal construction. The EDM 800 thus becomes a primary replacement for CHT, OIL temperature and Turbine Inlet Temperature. The EDM 800 displays temperature digitally and in an analogue format for cylinders and also for the turbo-charger. For the latter, you’ll need to install a TIT probe adjacent to the TC. A substantial amount of diagnostic information available in a timely, usable manner is a lot of help to avoid unnecessary worries while in the air. You may keep logs of all functions for 25 hours (@4 upgrades/sec) or 550 hours (@ 1 upgrade every minute). The total range spans from 2 to 255 seconds. This will include fuel used and you can download the data to any computer with an optional USB port. How do you know it’s not just for show? Because it doesn’t stop at the GPH and leaves you hanging for a second instrument to read the rest! It accurately calculates OAT, RPM, MAP and Fuel Flow, which is most effective for a LOP-Complete fuel flow system. It is true data recording that works both under ROP and LOP Mode. True LOP is where you can see each cylinder going lean.
0 Comments
Instruments inside an airplane’s cockpit are your medium to communicate with the airplane’s engine and keep a check on its overall health and performance during the flight. The RPM sensor thus makes for a vital component in your instrument panel, keeping you aware if you are within the operating limits as you are gunning the engine. An overview: The RPM or revolutions-per-minute sensor provides you with engine data and also logs them, creating a trend that comes helpful for preventive maintenance schedules and repair jobs. It helps the engine keep running for years to come. The RPM sensor shows the readings through the RPM gauge, which can either be a standalone instrument or stays integrated in a single unit along with pressure, temperature, fuel level and flow gauges. For multi-engine aircrafts, there can be different RPM gauges with single, dedicated sensors or just one that keeps check on all the engines through multiple gauges. Accurate engine monitoring during the course of the flight is important for it helps you to keep the engine revolutions within permissible limits and therefore, minimising the strains. All that culminates to a safe flight and if something doesn’t seem to be all right, the log of engine parameters helps you to set the glitches right afterwards. Old vs. new Mechanical, cable-driven tachometers are more common in older aircrafts and work with aid from a couple of flyweights attached to the pointer while the later types have the cable attached to a magnet rotating inside an aluminium cup. These are the Bendix/Slick Magnetos, which are more popular than the Dual Magneto type and are far easier to overhaul and therefore; are extremely cost-effective. The Magneto supplies the power to the spark plugs and acts as a mini power-generator, There are a transformer, a breaker switch and a distributor built into it, the last one guiding high voltages to the spark plugs. The magnet must rotate within the prescribed range, which the aircraft RPM Sensor keeps track of. The sensor is a small cylindrical device plugged into this magnet. Why EGT Gauge are big deals Sudden RPM drops signify serious spark plug malfunctions. Or, it could indicate an inadequate lubrication of cams, leading to accelerated wear and therefore, late sparks that reduce sustainable RPM, resulting in lots of unburned fuel and energy kick-backs. If fuel is burned inside the exhaust system, it results in an abnormally high EGT.Only an accurate RPM sensor is an answer to this problem. Replace your Fuel Gauges in an easy way In case you need to replace your existing RPM sensor, just remove the vent plug from the magneto-port containing the rotating magnet. There are different sensors available for the Dual and Slick types; just insert the new sensor into the vent port and tighten before routing the wiring bundle back with sufficient slack. Plug in the connector to the corresponding colour wires in the instrument harness and you’re done! This would be like wanting to know the advantages of Science or modern technology because frankly, without the aircraft engine data management systems in place, the pilots would have to sit staring at the dozens of analog dials and gauges in front of them. They would have to keep checking each and every one of them and occasionally pray that the dials are displaying the correct information. The aircraft engine data management system consists of two parts – a display unit placed upfront in the cockpit and, several sensors strategically placed through out the aircraft engine and body (depending on kind of data being monitored). To get a handle on the advantages of an aircraft engine data management system, let's do an example – let check what would happen with and without (say) a digital fuel gauge which is part of the aircraft engine data management system (EDMS). Old Style Analog Fuel Gauge Needle keeps bouncing and shaking – at best it provides a rough indicator of how much fuel is left in the tanks. The only way you know how much fuel was used per hour of your current flight, was to look at the clock, figure time lapsed since flight began, deduct the current fuel balance from the fuel quantity at start of the flight and divide this figure by the hours lapsed. What you arrive at is at best, a guess-estimate. If you are flying in a storm there is absolutely no accurate way to figure out your current fuel consumption. At best you can assume it will cost you a certain percentage more – anything from 25% to 50% increase in fuel consumption. Knowing your current position especially when flying in the storm and using old analog gauges would be even more trickier. But you have to somehow figure out your current position and work out time to your destination. Once you have that estimate and having calculated your fuel consumption, you can at best guess whether you have enough fuel left to reach your destination. Modern Fuel Gauge – part of the EDMS Pilot fuels up the aircraft and punches in the quantity of fuel in the tanks. From here on, the modern Aircraft Digital Instruments begins to monitor fuel consumption and provides a digital readout of the quantum of fuel used. The pilot can select between Gallons/Litters or Pounds. Based on quantum of fuel currently in the tanks and quantum of fuel being consumed, the modern fuel gauge can provide information as to how much longer the aircraft can keep flying. This information is provided in real-time. So even if the aircraft is (say) flying in a storm and consuming additional fuel, the actual fuel being consumed is factored into all computation. This provides the pilots with a highly accurate picture. If a GPS unit is connected to the EDMS, the on board computer in the EDMS will even calculate the quantum of fuel required to reach the next waypoint or destination and can even provide information on whether there will be any fuel to spare after arriving at the destination. From the above example, we see that without a modern aircraft Slim Line Instruments, the pilots would have to carry a notebook, pen, calculator, a stop watch and probably; a pocketful of prayers which is probably how the phrase “flying by the seat of your pants” originated. For technical information on aircraft EDMS please visit: https://www.jpinstruments.com/. Essentially there are three types of aircraft fuel gauges – mechanical, electrical and digital (latest). Let's take a look on how each of these work. The mechanical fuel gauge – how it works: The mechanical fuel gauge used in aircraft uses a cork (currently the float is made from Nitrile rubber) that floats on top of the fuel. So when the fuel level goes up or down so does the cork. The cork in turn is attached at the end of a light-weight pipe usually made from tempered aluminium. As the cork (or rubber float) moves up or down so does the pipe. The pipe in turn is attached to a delicate gear system usually made from stainless steel. Through use of the gear mechanism, the up-down movement of the rod is converted into circular movement which is passed to a rod (or cable) that is attached to the fuel gauge via a drive magnet. So finally, the up-down movement of the float in the fuel tank, is converted into Full – Empty on the fuel gauge. While the mechanical fuel gauge for aircraft might still be used in old aircraft, it is more prevalent in older model cars. As you can see from description of how the mechanical fuel gauge works, there are too many moving parts and one or the other might get jammed or disconnected due to intense aircraft vibration. The electrical fuel gauge for aircraft – how it works: The electrical fuel gauge for aircraft (also known as capacitance meter), does away with the moving parts altogether. Instead, it relies on a capacitor (hence the name) and an electrical amplifier besides of course, a fuel gauge. Basically, a capacitor stores an electric charge the size of which varies with the dielectric (in this case the dielectric is either the fuel when it is full or air in the tank when it is empty). In very simple terms, as the air-to-fuel ratio changes, so does the capacitance. The capacitance charge is read by the fuel gauge in the cockpit and appropriate fuel information displayed. Aircraft Gauge for aircraft – how it works: When any liquid including aviation fuel flows through a pipe, the flow rate can be measured to a high degree of accuracy (even after accounting for changes in density). Typically, once the aircraft is fuelled up, the pilot enters the total quantity of fuel per tank into the digital fuel gauge via the touch-screen keypad. As the fuel flows through the fuel outlet pipes, the onboard computer keeps track of the fuel flow and deducts this from the respective total for that tank. The onboard computer located within the aircraft electronic management system (EDMS), digitally displays the balance quantity of fuel either in digital figures (depending on the EDMS mode) or, as bar graphs – one for each fuel tank. Because its a computer, the EDMS if coupled with a GPS, can also calculate whether or not the plane has enough fuel to reach its destination. This calculation is based on current fuel consumption and quantum of fuel currently in the fuel tanks. Since everything happens in real time, the information being presented to the pilots is highly accurate. Additionally, the onboard computer can trigger a audio-visual alarm if the fuel level drops below a certain level. Very high tech Airplane Gauges (either stand-alone types or EDMS types), also have a backup fuel level sensors within each fuel tank. This information too is fed to the onboard computer which in turn determines if there is any variation between the calculated fuel balance and physical fuel balance. Any variation beyond permitted error margin would indicate a fuel leak and trigger an alarm. Visit Here :- https://www.jpinstruments.com/ |
AuthorJ.P.Instruments was founded in 1986 in Huntington Beach, California, USA. Its founder, Joseph Polizzotto, is now the current CEO. Archives
May 2019
Categories
|