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AVIONICS-2

AIRCRAFT INSTRUMENTS

BY:
POOJA
SHAHINA BANO
SHEETAL
TOPICS INCLUDED:
 Fuel gauging system
 Compensation techniques
 Magnetic compasses
 Electrostatic sensitive devices
 Electromagnetic environment
FUEL GAUGING SYSTEM
 All aircraft fuel system must have some form of fuel
quantity indicator.
 This devices mainly depending on:
 the complexity of the fuel system
 the aircraft in which they are used
 There are mainly two types of fuel gauging system are
used in larger aircraft
1. Electric indicator
2. Electronic capacitance type indicators
FUEL GAUGING SYSTEM
 Some simple indicator requiring no electrical power were
the earliest type of quantity indicators and are still in use
today.
 The use of this indicators is only possible only on light
aircraft.
 Some simple types of fuel gauging system are used in
aircraft are as follow:
1. A sight glass is a clear glass or a plastic tube open to the
fuel tank that fills with fuel to the same level as the fuel in
the tank it can be calibrated in gallons or fractions that can
be read by the pilot Another type of sight gauge makes use
of a float with an indicating rod attached to it. As the float
moves up and down with the fuel level in the tank, the
portion of the rod that extends through the fuel cap
indicates the quantity of fuel in the tank.
FUEL GAUGING SYSTEM
2. More sophisticated mechanical fuel quantity
gauges are common.
 A float that follows the fuel level remains the
primary sensing element, but a mechanical
linkage is connected to move a pointer across the
dial face of an instrument.
 This can be done with a crank and pinion
arrangement that drives the pointer with gears,
or with a magnetic coupling, to the pointer.
ELECTRONIC FUEL QUANTITY SYSTEM

 These more costly systems have the advantage of having


no moving parts in the tank sending units.
 Variable capacitance transmitters are installed in the fuel
tanks extending from the top to the bottom of each tank in
the usable fuel.
 Several of these tank units, or fuel probes as they are
sometimes called, may be installed in a large tank.
 They are wired in parallel. As the level of the fuel changes,
the capacitance of each unit changes.
 The capacitance transmitted by all of the probes in a tank
is totaled and compared in a bridge circuit by a microchip
computer in the tank’s digital fuel quantity indicator in the
cockpit.
ELECTRICAL FUEL QUANTITY INDICATOR
 Most of these units operate with direct current (DC) and
use variable resistance in a circuit to drive a ratio meter-
type indicator.
 The movement of a float in the tank moves a connecting
arm to the wiper on a variable resistor in the tank unit.
 This resistor is wired in series with one of the coils of the
ratio meter-type fuel gauge in the instrument panel.
 Changes to the current flowing through the tank unit
resistor change the current flowing through coils in the
indicator.
 This resistor is wired in series with one of the coils of the
ratio meter-type fuel gauge in the instrument panel.
ELECTRONIC FUEL QUANTITY SYSTEM
 As the aircraft maneuvers, some probes are in more fuel
than others due to the attitude of the aircraft.
 The indication remains steady, because the total
capacitance transmitted by all of the probes remains the
same.
 A trimmer is used to match the capacitance output with
the pre calibrated quantity indicator
ELECTRONIC CAPACITANCE TYPE INDICATOR
 A capacitor is a device that stores electricity.
 The amount it can store depends on three factors: the area of
its plates, the distance between the plates, and the dielectric
constant of the material separating the plates.
 A fuel tank unit contains two concentric plates that are a fixed
distance apart.
 Therefore, the capacitance of a unit can change if the
dielectric constant of the material separating the plates
varies.
 The units are open at the top and bottom so they can assume
the same level of fuel as is in the tanks.
 Therefore, the material between the plates is either fuel (if
the tank is full), air (if the tank is empty), or some ratio of
fuel and air depending on how much fuel remains in the tank.
COMPENSATION TECHNIQUES
control system compensation is the strategy used by the
control system to improve system dynamics performance. It
is also mitigate some undesirable feature may include:

 The integrator leg of 90 degrees

 Slow response of some transducers and sensors

 Process delays , nonlinearities and other undesirable


characteristics.
COMPENSATION TECHNIQUES
Some compensation techniques are as follows:
 Integrator lag
 Lag-led compensation
 Lead –leg compensation
 Process delays
 Proportional plus integral controls
 Proportional plus integral plus derivative controls
 Slow response
MAGNETIC COMPASSES
 A magnetic compass aboard an aircraft displays the
current magnetic heading of the aircraft, i.e., the
aircraft's directional orientation relative to the
Earth's geomagnetic field, which has a roughly north-south
orientation.
 The compass can be used in turns to verify the aircraft is
travelling in the desired direction at the conclusion of a
turn.
 A magnetic compass installed in an aircraft is subject to
compass turning errors during flight.
 Pilots must compensate for such errors when using the
magnetic compass.
WORKING OF MEGNATIC COMPASS
 An aircraft compass consists of an inverted bowl with a
magnetized bar attached.
 The bowl is balanced on a low friction pin.
 The bowl and pin assembly is enclosed in a case filled with
non-acidic kerosene.
 The magnetized bar tends to orient the assembly with the
local geomagnetic field.
 The bar turns the visible bowl of the compass.
 The outside surface of the bowl includes markings to indicate
a magnetic heading.
 As the aircraft (and the compass housing) turns, the bowl
remains somewhat stationary with respect to the earth due to
the magnetic attraction. In summary, the aircraft is free to
turn around the stationary bowl.
THANKYOU

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