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Aircraft Instruments

2 days ago

Aircraft Engine Analyzer For Protection From Damage And Explosion

Aircraft Engine AnalyzerAlmost all of the airplanes today being powered by turbofan engines, we can lay all our doubts to rest as far as reliability is concerned. They are designed to provide a trouble- free service through the years, but there always remains a question of ‘if’. When that occurs several thousands of feet up in the air, there remains nothing to do but pray. But, you could avoid that if you could diagnose engine malfunctions before you took flight. Not that an engine can’t start malfunctioning all in a sudden up above, but hints come aplenty when you are still grounded.

With an advanced and accurate aircraft engine Data Analyzer and Management system, you can monitor the piston engines from your cockpit. It is a combination of a flight engineer, a maintenance manager and flight-data backup system that saves you from facing mid-air explosions.

The most advanced Aircraft Precision Products have several features to assist the pilots during their flights. On one hand, they include built-in, pilot-programmable alerts, while on the other, provides engine diagnostics and records the data (for later reviewing by maintenance crews). These also come with a hands-free learning assistance and scalable EGT bars.

Consider the aircraft engine analyzer an extension of your eyes in the cockpit. They are never tired and never fail to notice even a single flinch in the critical engine parameters. They always keep you updated on the engines’ RPM, manifold and oil pressure, Gyro Vacuum, voltages and amps and the rate of flow and pressure of the fuel, compression, air-fuel ratios and even ignition! The aircraft engine analyzer also helps you to fly a plane on the lean or peak sides by displaying the peak temperature for every cylinder, thereby allowing you to regulate fuel flow in every cylinder.

Additionally, they allow for setting program alarms for each of the individual functions (CHT, EGT, Avionic Instruments differential limit etc.), which is vital due to cylinders with varying operating ranges. The advantage of programming directly from the face panel of the instrument in an easy and straight-forward manner is a boon to the pilots. Even to them new in the business and just a little help from the diagnostic manuals should be enough to operate on an aircraft engine analyzer.

Usually, an aircraft engine analyzer shows its readings through bar-graph displays, the advantage being it provides for an instant view of the engine-health. If something comes up all in a sudden, it enables an instant switching over to a view that’s more precise and focuses particularly to that function. This data is recordable and downloadable to computers through USB cables and allows for getting straight into the problem without losing time on figuring out what’s wrong.

1 week ago

Slimline Instruments Are Designed To Save Panel Space and Provide You Accurate Information

Aircraft EngineIf you truly want to get the best when it comes to aircraft instruments, Slimline would be the best brand that you can have on your plane. It has all the advantages that you would need to travel safely without the added weight of bulky machinery inside the plane.

Here are some additional advantages that you will get once you get a hold of Slimline instruments.

Additional Advantages

You will get state of the art addends for your engine. If you need to have a machine that will be able to monitor the temperature, oil flow, and overall functioning of your engine, Slimline will be able to give this to you easily.

Additionally, you will also get to choose between single engine and multiple engine management systems. This means that no matter what kind of aircraft you are trying to fly, Slimline instruments will be able to accommodate rigorous machine usage without any problems.

Think of the machines as your in-house flight engineer. These instruments will be able to monitor your progress and functioning as you do your work piloting the plane. You do not have to worry about changing temperatures and fuel flow for sure. All you have to do is to concentrate on the flying and everything else will follow.

Aside from this, you will also get easy to understand navigating panels, which will allow you to operate the machine and the plane itself in a much better fashion than before. With this website, you will be able to get a hold of certified primary Aircraft Sensor Systems for flying that will be able to help you have the most secure operations and flights down the line.

On the other hand, if you are looking for different types of probes and sensors for your plane, you should be looking at as soon as possible this website. We have different kinds of probe models depending on the plane and engine specifications that you might have.

Product Samples

Here are some examples of products that you can avail through the website.

• The Compressor Discharge Temperature Probe
• The Bayonet Probe
• The TIT Probe

With these products Fuel Gauges samples, you will be able to experience using a durable and long lasting piece of equipment made of stainless steel. This will allow your intercooler and airport to regulate the temperature inside the plane with efficiency. You do not have to worry about the engine overheating anymore because of this probe.

Conclusion

These are just some of the major advantages of availing the specific products from the website itself. You will be able to save panel space, provide information accurately as well as apparent comfort because of these high-tech products.

You should definitely explore these gadgets as soon as possible.

3 weeks ago

Aircraft Engine Analyzer - Protection from Damage and Explosion

Aircraft EngineIntroducing the EDM 760 by J.P. Instruments – a Aircraft Engine Data Analyzer and Management system that is the most advanced and accurate piston engine-monitoring instrument on the market. With a TSO Certification for quality, the EDM 760 Aircraft Engine Data Analyzer and Management system is not just any addition to your cockpit, it is a Flight Engineer, Maintenance Manager and flight data backup system that not only pays for itself, it also protects your aircraft from damage and mid-air explosion.

The EDM 760 includes built-in pilot-programmable alerts for engine trouble, it records engine data for review by maintenance crews, it provides in-flight aircraft engine diagnostics, hands-free leaning assistance, scalable EGT bars, adjustable brightness control, and a host of other monitoring functions.

EDM 760 Aircraft Engine Data Analyzer and Management system is an additional pair of eyes in your cockpit – eyes that never get tired, eyes that monitor all critical engine parameters including RPM, Gyro Vacuum, Manifold Pressure, Volts, Oil Pressure, Amps, Fuel flow and Pressure.

The pilot can program alarms for each individual function including CHT's and EGT's with EGT differential limit. This is vital because some Aircraft Flow Sensors can often have cylinders with different operating ranges from one another. Also, the EGT differential alarm will alert the pilot to rogue EGT's that could possible indicate a larger problem occurring within your aircraft engine. The pilot can program direct from the face of the instrument and the programming is easy and straight-forward.

In fact, the EDM 760 Aircraft Engine Data Analyzer and Management system will alert the pilot to most problems that occur within the aircraft engine. These problems could relate to compression, fuel mixture or ignition. In fact, the EDM 760 offers your aircraft protection from severe damage and possible explosion. Digital EGT Gauge analysis is pretty straight-forward and even a new pilot can trouble shoot engine problems on their own using the Diagnostic Manual.

The EDM 760 offers a bar graph display for instant view of your engine health. But should something come up, the pilot can instantly switch over to a more precise digital view of each function being monitored.

The EDM 760 has a downloadable internal data storage facility. Engine performance data is stored in internal memory modules and this data can be downloaded for analysis into service engineer's computer via serial or USB cable.

Flying the plane Lean side of peak or Rich side of peak is made easier with the EDM 760 because it displays the peak temperature for every cylinder including how far from peak each cylinder is operating after peaking or how far from peak the leanest cylinder is. This information helps the pilot determine where their cylinders are in relation to peak during the leaning process.

Accessories include the JPI USB Download Box, the USB to Serial Adapter and the EGT Probe PN- M111.

1 month ago

Why Fuel Flow Transducer is Beneficial in Aircraft?

Slim Line GaugesFuel Flow Transducers: The origin, advantage and current status

It was 1972 when that time leading U.S. avionics manufacturer Aerosonics began testing fuel flow transducers for use in general aviation aircraft. It was the first time someone took transducers seriously and tried to make one capable enough to withstand the vibrations of aircraft engines. It was important that it meets FAA regulations about blocked-rotor pressure drop without exceeding the 1.5 times the pressure drop of a spinning rotor. The chief advantage of a fuel flow transducer is that a blocked rotor does not affect the pressure drop in fuel-flow transducers. This imparts superior accuracy and an extraordinary repeatability for the devices and today, fuel flow transducers rule the roost when it comes to fuel flow measurement.

Fuel Flow Transducer: What does it do?

Unless the engine gets an even and steady flow of fuel, there will be a lot of hiccups and its overall performance will run downhill. In engine terminology, this is called knocking, but hiccups might occur due to a myriad other reasons too! To ensure that the flow of hydrocarbon fuels – most common being gasoline, kerosene, diesel and aviation fuel – is correct, you need to read from the fuel flow transducer.

Or, maybe there’s an excess amount flowing, resulting in a rich-burn engine. The fuel flow transducer comes handy again! It helps you to check fuel wastage.

Fuel Flow Transducer: How it works?

The fuel flow transducer works upon a vane EGT Gauge, located downstream behind the fuel filter and the Digital EGT Gauge. It usually stays in combination with ‘manifold air pressure’ or MAP.

The transducer produces a current-pulse signal from an opto-electronic pickup that’s fitted with a preamplifier. It has a 100 to 1 flow-range and gives out signals repeatedly and can measure fuel-flow down to 0.3 gallons/hour; however, the transducer bearing system is rated for continuous operation at the upper end of the flow range. It also conveys to the pilot the information about the health and performance of the engine and helps the pilot to keep the engine running within its operating limits to ensure maximum reliability.

Fuel Flow Transducer: Operating principles

• The liquid fuel’s rotational velocity is proportional to its flow rate. Upon entering the flow chamber, it moves along a helical flow-path before exiting vertically. It helps to vent any vapour bubble that might exist. This vapour-venting design requires the transducer to be positioned with electrical connectors pointing up.

• A neutrally-buoyant rotor spins with the liquid between V-jewel bearings and its movements are sensed when its notches interrupt an infrared light beam emitted by a LED with a phototransistor on the opposite side.

Turbulence caused by valves or sharp elbows mounted close to the transducer inlet can affect transducer K-Factor and should be minimized.

2 months ago

The Functions of an Aircraft Sensor System

RPM SensorModern aircraft sensors play a critical role in the flight economy and safety of the aircraft, its passengers and the cargo it carries. There are several types of sensors used in modern aircraft.

Temperature Sensors – As the name suggests, these are sensors used to measure the temperature of various engine components within the aircraft. Temperature sensors are usually used to record Cylinder Head Temperature (CHT), Exhaust Gas Temperature (EGT), Engine Oil Temperature (EOT), Fuel Temperature (FT), Hydraulic Fluid Temperature (HFT) etc.

These sensors usually work on the Resistance Temperature Detector (RTD) principle which essentially means that change in resistance (ohms) in a metal amalgam is directly proportional to temperature changes applied to it. So when an electrical current is passes through it, the change in resistance is calibrated and displayed as temperature of that particular component at the point where the sensor is placed.

Liquid Level Sensors – A liquid level sensor is generally mounted in thermowells and directly installed into reservoirs, tanks, sumps and gearboxes in the aircraft. These sensors are generally available as single point or multiple point interface elements or liquid levels and connected to onboard display units in the cockpit.

Flow Sensors – As the name suggests, a flow sensor is used to monitor the flow rate or any liquid be it aviation fuel or oil. The flow sensor is mounted within a thermowell and it might also contain an electronics unit that connects to a Fuel Gauges. The flow sensor is usually directly installed into pipe that carries the liquid for which the flow rate is being measured.

Pressure Sensors – A pressure sensor is used to measure pressure that is above or below a pre-set figure at the sensing location. The pressure sensor is directly installed into ducts, pipes, tanks, sumps, reservoirs or gearboxes in the aircraft. It can be specified to indicate either absolute or differential pressure.

Proximity Sensors – Proximity sensors are usually used to confirm the status of something that opens or closes e.g. doors, landing gear door, cargo bay door and so forth. It is also used to confirm if the landing gear is extended or retracted.

RPM Sensor – The aircraft spark plugs are powered by a mini power generator in the form of a Bendix Magneto generator. The Bendix Magneto is essentially a small generator with a transformer, breaker switch and a distributor to guide the high voltage to the spark plugs. It is important that this magnet rotate within the prescribed range and to confirm this, you need the Slim Line Instruments which is a small cylindrical device that plugs into the magneto and provides a feedback to the RMP display unit in the cockpit.

Together, all these sensors provide critical information to the pilots and the pilots can either concentrate on flying when every reading is in the green or, take corrective action as required if one or more sensor provides abnormal feedback. The sensors therefore, have a direct bearing on the safety of the aircraft.

2 months ago

Save Money With JPI's Aircraft Fuel Flow Indicator

EDM 960 TwinAs of today aviation fuel costs are down but that in itself is no reason to fly Rich of Peak (RoP) unless you really need to. Flying Lean of Peak (LoP) not only saves money on your fuel bill, it also keeps your engine cleaner which means you would be saving on maintenance costs as well.

But to know whether or not you are saving anything, you need modern sensors connected to modern digital gauges installed in your cockpit. These modern digital gauges should include a Exhaust Gas Temperature (EGT) gauge, a Cylinder Head Temperature (CHT) gauge and a highly accurate Fuel flow indicator like the digital fuel flow indicator manufactured by JP Instruments.

When you run the aircraft engine using the RoP technique, there is an excess of fuel in the cylinder. While this may help keep the engines cooler, the exhaust ends up contaminating the oil and creating a hell of an overall mess including quicker carbonisation. There simply is no reason to be running the aircraft in the RoP technique. Also, cylinder pressure is much higher (between 80 to 100 psi) in RoP than in LoP.

Let us understand how you save money with LoP. When you operate the cylinder in LoP, it results in a longer, gentler, slower push on the piston because the peak cylinder pressure develops later from piston top dead centre than if the cylinder were to be operating in RoP. This means the EGT Gauge pressure only develops when the piston has travelled further along its downward stroke. So instead of a hammer blow (as in the case of RoP), there is now a gentle push because the piston inside the cylinder has already travelled far into the downward stroke of the cycle.

Higher cylinder pressure equates to higher CHT's. So in reality, operating RoP will result in higher internal cylinder pressures which in turn results in higher CHTs. whereas operating LoP at exactly the same Horse Power as the cylinder operating RoP will result in roughly 35°F lower CHT's. So your aircraft engine can actually run LoP at a lower CHT while producing the same horse power i.e. better speed, lesser fuel flow (as confirmed by the digital Digital EGT Gauge), lower Cylinder Head Temperatures – isn't that what every pilot wants?

Besides, when the aircraft engine is running in LoP, all fuel in the cylinder is used so there is nothing to blow back and contaminate the oil. Lower CHT and cylinder pressure also means lesser carbon deposits settling on the internal engine components as well so you save on the maintenance bill too.

A common misconception amongst most pilots is that you only operate LoP at low power settings. In reality, you can operate at up to 75% power without using a lot more fuel and this will be proved by your digital fuel flow indicator.

2 months ago

JPI's Accurate Electronic Data Management Systems For The Aircraft

Electronic Data Management SystemsHere 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 EGT Gauge 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.

2 months ago

Revolutions-Per-Minute (RPM) Sensor Has Important Role In Aircraft

Revolutions-Per-Minute SensorInstruments 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 Gauges 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!

3 months ago

The Advantages of Aircraft Engine Data Management System

Aircraft Engine Data Management SystemThis 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 Flight 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 Slimline 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/.

3 months ago

Aircraft Fuel Gauges - How They Work

Aircraft Fuel GaugesEssentially 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.

Avionic Instruments 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 Aircraft Engine Sensors (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.