ENGINE CONTROLS CONTROLS App
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Remote Pilot – Small Unmanned Aircraft Systems Study Guide
F FAA-G-8082-22 U.S. Department of Transportation Federal Aviation Administration Remote Pilot – Small Unmanned Aircraft Systems Study Guide August 2016 Flight Standards Service Washington, DC 20591 This page intentionally left blank. Preface The Federal Aviation Administration (FAA) has published the Remote Pilot – Small Unmanned Aircraft Systems (sUAS) Study Guide to communicate the knowledge areas you need to study to prepare to take the Remote Pilot Certificate with an sUAS rating airman knowledge test. This Remote Pilot – Small Unmanned Aircraft Systems Study Guide is available for download from faa.gov. Please send comments regarding this document to [email protected]. Remote Pilot – Small Unmanned Aircraft Systems Study Guide i This page intentionally left blank. Remote Pilot – Small Unmanned Aircraft Systems Study Guide ii Table of Contents Introduction ........................................................................................................................... 1 Obtaining Assistance from the Federal Aviation Administration (FAA) .............................................. 1 FAA Reference Material ...................................................................................................................... 1 Chapter 1: Applicable Regulations .......................................................................................... 3 Chapter 2: Airspace Classification, Operating Requirements, and Flight Restrictions .............. 5 Introduction ........................................................................................................................................ -
Easy Access Rules for Auxiliary Power Units (CS-APU)
APU - CS Easy Access Rules for Auxiliary Power Units (CS-APU) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published February 20181 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 37| Feb 2018 Easy Access Rules for Auxiliary Power Units Disclaimer (CS-APU) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the certification specifications with the related acceptable means of compliance. However, this is not an official publication and EASA accepts no liability for damage of any kind resulting from the risks inherent in the use of this document. -
Aircraft Engine Performance Study Using Flight Data Recorder Archives
Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3. -
Propulsion Controls at NASA Lewis
Aircraft Turbine Engine Control Research at NASA Glenn Research Center Dr. Sanjay Garg Chief, Intelligent Control and Autonomy Branch Ph: (216) 433-2685 FAX: (216) 433-8990 email: [email protected] http://www.grc.nasa.gov/WWW/cdtb Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Outline – The Engine Control Problem • Safety and Operational Limits • State-of-the-Art Engine Control Logic Architecture – Historical Glenn Research Center Contributions • Early Stages of Turbine Engine Control (1945-1960s) • Maturation of Turbine Engine Control (1970-1990) – Advanced Engine Control Research • Recent Significant Accomplishments (1990- 2004) • Current Research (2004 onwards) – Conclusion Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Basic Engine Control Concept • Objective: Provide smooth, stable, and stall free operation of the engine via single input (PLA) with no throttle restrictions • Reliable and predictable throttle movement to thrust response • Issues: • Thrust cannot be measured • Changes in ambient condition and aircraft maneuvers cause distortion into the fan/compressor • Harsh operating environment – high temperatures and large vibrations • Safe operation – avoid stall, combustor blow out etc. • Need to provide long operating life – 20,000 hours • Engine components degrade with usage – need to have reliable performance throughout the operating life Glenn Research Center Intelligent Control and Autonomy Branch at Lewis Field Basic Engine Control Concept • Since Thrust (T) -
2.0 Axial-Flow Compressors 2.0-1 Introduction the Compressors in Most Gas Turbine Applications, Especially Units Over 5MW, Use Axial fl Ow Compressors
2.0 Axial-Flow Compressors 2.0-1 Introduction The compressors in most gas turbine applications, especially units over 5MW, use axial fl ow compressors. An axial fl ow compressor is one in which the fl ow enters the compressor in an axial direction (parallel with the axis of rotation), and exits from the gas turbine, also in an axial direction. The axial-fl ow compressor compresses its working fl uid by fi rst accelerating the fl uid and then diffusing it to obtain a pressure increase. The fl uid is accelerated by a row of rotating airfoils (blades) called the rotor, and then diffused in a row of stationary blades (the stator). The diffusion in the stator converts the velocity increase gained in the rotor to a pressure increase. A compressor consists of several stages: 1) A combination of a rotor followed by a stator make-up a stage in a compressor; 2) An additional row of stationary blades are frequently used at the compressor inlet and are known as Inlet Guide Vanes (IGV) to ensue that air enters the fi rst-stage rotors at the desired fl ow angle, these vanes are also pitch variable thus can be adjusted to the varying fl ow requirements of the engine; and 3) In addition to the stators, another diffuser at the exit of the compressor consisting of another set of vanes further diffuses the fl uid and controls its velocity entering the combustors and is often known as the Exit Guide Vanes (EGV). In an axial fl ow compressor, air passes from one stage to the next, each stage raising the pressure slightly. -
Download the Pbs Auxiliary Power Units Brochure
AUXILIARY POWER UNITS The PBS brand is built on 200 years of history and a global reputation for high quality engineering and production www.pbsaerospace.com AUXILIARY POWER UNITS by PBS PBS AEROSPACE Inc. with headquarters in Atlanta, GA, is the world’s leading manufacturer of small gas turbine propulsion and power products for UAV’s, target drones, small missiles and guided munitions. The demonstrated high quality and reliability of PBS gas turbine engines and power systems are refl ected in the fact that they have been installed and are being operated in several thousand air vehicle systems worldwide. The key sector for PBS Velka Bites is aerospace engineering: in-house development, production, testing, and certifi cation of small turbojet, turboprop and turboshaft engines, Auxiliary Power Units (APU), and Environmental Control Systems (ECS) proven in thousands of airplanes, helicopters, and UAVs all over the world. The PBS manufacturing program also includes precision casting, precision machining, surface treatment and cryogenics. Saphir 5 Safir 5K/G MI Saphir 5F Safir 5K/G MIS Safir 5L Safir 5K/G Z8 PBS APU Basic Parameters Basic parameters APU MODEL Electrical power Max. operating Bleed air fl ow Weight output altitude Units kVA, kW lb/min lb ft 70.4 26,200 S a fi r 5 L 0 kVA 73 → Up to 60 kVA of electric power Safír 5K/G Z8 40 kVa N/A 113.5 19,700 output Safi r 5K/G MI 20 kVa 62.4 141 19,700 Up to 70.4 lb/min of bleed air flow Safi r 5K/G MIS 6 kW 62.4 128 19,700 → Main features of PBS Safi r 5 product line → Simultaneous supply of electric -
Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller. -
Air Force Airframe and Powerplant (A&P) Certification Program
Air Force Airframe and Powerplant (A&P) Certification Program Introduction: Most military aircraft maintenance technicians are eligible to pursue the Federal Aviation Administration (FAA) Airframe & Powerplant (A&P) certification based on documented evidence of 30 months practical aircraft maintenance experience in airframe and powerplant systems per Title 14, Code of Federal Regulations (CFR), Part 65- Certification: Airmen Other Than Flight Crew Members; Subpart D-Mechanics. Air Force education, training and experience and FAA eligibility requirements per Title 14, CFR Part 65.77. This FAA-approved program is a voluntary program which benefits the technician and the Air Force, with consideration to professional development, recruitment, retention, and transition. Completing this program, outlined in the program Qualification Training Package (QTP), will assist technicians in meeting FAA eligibility requirements and being better-prepared for the FAA exams. Three-Tier Program: The program is a three-tier training and experience program. These elements are required for program completion and are important for individual development, knowledge assessment, meeting FAA certification eligibility, and preparation for the FAA exams: Three Online Courses (02AF1-General, 02AF2-Airframe, & 02AF3-Powerplant). On the Job Training (OJT) Qualification Training Package(QTP). Documented evidence of 30 months practical experience in airframe and powerplant systems. Program Eligibility: Active duty, guard and reserve technicians who possess at least a 5-skill level in one of the following aircraft maintenance AFSCs are eligible to enroll: 2A0X1, 2A090, 2A2X1, 2A2X2, 2A2X3, 2A3X3, 2A3X4, 2A3X5, 2A3X7, 2A3X8, 2A390, 2A300, 2A5X1, 2A5X2, 2A5X3, 2A5X4, 2A590, 2A500, 2A6X1, 2A6X3, 2A6X4, 2A6X5, 2A6X6, 2A690, 2A691, 2A600 (except AGE), 2A7X1, 2A7X2, 2A7X3, 2A7X5, 2A790, 2A8X1, 2A8X2, 2A9X1, 2A9X2, and 2A9X3. -
Propulsion Systems for Aircraft. Aerospace Education II
. DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original. -
Faa Ac 20-186
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Airworthiness and Operational Date: 7/22/16 AC No: 20-186 Approval of Cockpit Voice Recorder Initiated by: AFS-300 Change: Systems 1 GENERAL INFORMATION. 1.1 Purpose. This advisory circular (AC) provides guidance for compliance with applicable regulations for the airworthiness and operational approval for required cockpit voice recorder (CVR) systems. Non-required installations may use this guidance when installing a CVR system as a voluntary safety enhancement. This AC is not mandatory and is not a regulation. This AC describes an acceptable means, but not the only means, to comply with Title 14 of the Code of Federal Regulations (14 CFR). However, if you use the means described in this AC, you must conform to it in totality for required installations. 1.2 Audience. We, the Federal Aviation Administration (FAA), wrote this AC for you, the aircraft manufacturers, CVR system manufacturers, aircraft operators, Maintenance Repair and Overhaul (MRO) Organizations and Supplemental Type Certificate (STC) applicants. 1.3 Cancellation. This AC cancels AC 25.1457-1A, Cockpit Voice Recorder Installations, dated November 3, 1969. 1.4 Related 14 CFR Parts. Sections of 14 CFR parts 23, 25, 27, 29, 91, 121, 125, 129, and 135 detail design substantiation and operational approval requirements directly applicable to the CVR system. See Appendix A, Flowcharts, to determine the applicable regulations for your aircraft and type of operation. Listed below are the specific 14 CFR sections applicable to this AC: • Part 23, § 23.1457, Cockpit Voice Recorders. • Part 23, § 23.1529, Instructions for Continued Airworthiness. -
Integrating Air Systems in Aircraft Multidisciplinary Design Optimization Ali Tfaily Department of Mechanical Engineering Mcgil
Integrating Air Systems in Aircraft Multidisciplinary Design Optimization Ali Tfaily Department of Mechanical Engineering McGill University, Montreal August 2018 A thesis submitted to McGill University in partial fulfillment of the requirements of the degree of Master of Engineering ACKNOWLEDGEMENTS I would like to thank my supervisor, Prof. Michael Kokkolaras, for his support and guidance throughout my time as his student. I am honored to have worked along a supervisor that always helped me in my work and even my personal life. I am grateful to members of Bombardier’s Advanced Product Development department for their insights on aircraft design and optimization. Special acknowledgment is given to the Thermodynamics department at Bombardier Product Development Engineering, namely Sebastien Beaulac, Hongzhi Wang, Jean-Francois Reis, and Emmanuel Germaine, who provided expertise that greatly assisted this research. I would also like to thank Jean Brousseau for sharing his knowledge on air systems design. I am very grateful to John Ferneley, Susan Liscouët-Hanke, Pat Piperni, and Fassi Kafyeke who were supportive of my career goals and provided me the means to pursue these goals. Finally, I am grateful to my friends and family for their constant support and encouragement throughout the ups and downs of my studies. ABSTRACT The strong interactions between aircraft and air systems necessitate the integration of the latter to multidisciplinary design optimization (MDO) considerations of the former. This research presents such a methodology considering environmental control and ice protection systems. These systems consume pressurized bleed air from the aircraft’s engines to perform their respective functions. We first describe the models used to predict the behavior of these systems and then propose different approaches to their integration into an existing aircraft MDO environment. -
Comparison of Helicopter Turboshaft Engines
Comparison of Helicopter Turboshaft Engines John Schenderlein1, and Tyler Clayton2 University of Colorado, Boulder, CO, 80304 Although they garnish less attention than their flashy jet cousins, turboshaft engines hold a specialized niche in the aviation industry. Built to be compact, efficient, and powerful, turboshafts have made modern helicopters and the feats they accomplish possible. First implemented in the 1950s, turboshaft geometry has gone largely unchanged, but advances in materials and axial flow technology have continued to drive higher power and efficiency from today's turboshafts. Similarly to the turbojet and fan industry, there are only a handful of big players in the market. The usual suspects - Pratt & Whitney, General Electric, and Rolls-Royce - have taken over most of the industry, but lesser known companies like Lycoming and Turbomeca still hold a footing in the Turboshaft world. Nomenclature shp = Shaft Horsepower SFC = Specific Fuel Consumption FPT = Free Power Turbine HPT = High Power Turbine Introduction & Background Turboshaft engines are very similar to a turboprop engine; in fact many turboshaft engines were created by modifying existing turboprop engines to fit the needs of the rotorcraft they propel. The most common use of turboshaft engines is in scenarios where high power and reliability are required within a small envelope of requirements for size and weight. Most helicopter, marine, and auxiliary power units applications take advantage of turboshaft configurations. In fact, the turboshaft plays a workhorse role in the aviation industry as much as it is does for industrial power generation. While conventional turbine jet propulsion is achieved through thrust generated by a hot and fast exhaust stream, turboshaft engines creates shaft power that drives one or more rotors on the vehicle.