Devices for monitoring aircraft parameters (engine monitoring devices) are designed to monitor the engine and all moving parts of the aircraft.
Dashboard of a modern airliner
Flight safety largely depends on the reliability of the engines. Therefore, more often than not, several propulsion systems are used so that if one of them fails, it is possible to continue to fly safely. This naturally leads to an increase in the number of sensors, so that in many cases the devices that monitor engine operation are combined on a special instrument panel and controlled by a flight engineer. Instruments for monitoring aircraft parameters include speed counters, lubricant, coolant and jet thermometers, fuel reserve and consumption indicators, etc.
Revolution counters can be designed as direct reading meters or as remote revolution counters. In their simplest mechanical form there are centrifugal type meters in which the indicator is directly driven by an elastic shaft. Devices for remote speed reading, in most cases, consist of an AC sensor on the engine and an indicator in the cockpit. Induction revolution counters are sometimes also used, but they interfere with magnetic compasses and must therefore be mounted at a large distance from them.
Fuel reserve and consumption indicators. It is very important for the pilot to have complete information about the appropriate fuel supply, which allows him to determine the possible maximum flight range. Older aircraft were most often equipped with a fuel level float indicator, which, depending on the case, was even mounted as a direct indicator above the fuel tank - for example, at the wing fuel tank - and read by the pilot from his seat. The readings of these instruments depend on their location and could hardly be used to indicate the fuel content of all fuel tanks on the cockpit instrument panel.
There was a need to use electrical systems in which the sensor installed on the fuel tank consists of a float and a potentiometer. Floats can be rotating or pendulum. Indicating devices are controlled by potentiometers. Also, thanks to additional contacts, they can take on the functions of an indicator of the presence of fuel in the tank. Modern aircraft use electrical reserve measurement on a capacitive basis. This method has the significant advantage that the measurement is no longer limited to a specific mark in the fuel tank. Several pipes located next to each other are built into it, and their capacity changes depending on the degree of use and is displayed on a dial indicator using a simple amplifier.
But measuring the reserve alone is no longer sufficient, especially for turbine engines that consume large amounts of fuel. Therefore, special flow meters are needed that measure the amount of fuel consumed by each engine in the fuel line (the so-called instantaneous fuel consumption indicator). These measuring instruments, thanks to a counting mechanism, allow you to read data regarding the remaining fuel in the tank at any time. Recently, some interesting autonomous meters have been developed that show either the remaining flight time or the remaining maximum range. The basis for performing autonomous calculations is the corresponding fuel consumption and engine operating mode.
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Mechanical pressure gauges. They use pressure measurement methods in which the measured pressure forces are directly compared with the weight of a liquid column, a reference weight, or the forces of elastic sensing elements. Mechanical pressure gauges, designed on the basis of the first two methods, are used in stationary conditions or are used as reference gauges when checking and calibrating others. When implementing the third method of measuring pressure, membranes, membrane boxes, bellows and tubular springs are used as elastic sensitive elements (ESEs). Their deformation depends on the value of the measured pressure.
Rice. 12. Device of pressure and vacuum gauge
In the pressure-vacuum gauge (Fig. 12), manometric and barometric bellows 9 and 6 are used as a pressure gauge. Pressure r k which is measured is fed into the bellows 9 . Bellows 6 pressure is measured r a, equal to atmospheric. Under the influence of the pressure difference, the rod moves 8 , lever deflection 7 , thrust movement 2 , sector rotation 1 , tube rotation 5 and arrows 4 relative to scale 3 .
When measuring pressure with mechanical pressure gauges, methodological, instrumental and dynamic errors arise.
The methodological error appears due to changes in the absolute pressure of the environment.
Instrumental errors arise due to the presence of friction, play in the supports and hinges of moving elements, imbalance of the moving system, as well as changes in ambient temperature. The latter causes changes in the elastic modulus of the material from which the UCE is made, and in the geometric dimensions of the parts of the transmission mechanism. Reducing this error is achieved with the help of bimetallic temperature compensators and the selection of materials from which the UCEs are made.
Dynamic errors are caused by measurement lags, which depend on the parameters of the pipeline connecting the test object to the mechanical pressure gauge.
Electromechanical pressure gauges. In these pressure gauges, the forces of the measured pressure are converted into movement of the electrical elements, which affect the parameters of the measuring electrical circuits (resistance R, inductance L or capacity WITH). The pressure transducer is installed directly at the control object, which eliminates the need for long connecting pipelines, eliminates a number of errors, and simplifies installation and maintenance.
EDMU type pressure gauges. Electric remote pressure gauges of the unified EDMU type (Fig. 13) have the same structure and elements for all ranges of measured pressures, with the exception of the UChE and scale graduation. The electrical circuit diagram is shown below.
Rice. 13. Diagram of an EDMU type pressure gauge
Measured pressure r and fed to the UCHE, which is connected to the brush E 3 potentiometers IN 1 through the transmission mechanism. Resistance values Rx And Ry pressure transducer potentiometer, varying depending on pressure r and, form two arms of the bridge circuit. The other arms of the bridge circuit are resistors R 1 and R 2. Ratiometer frames L 1, L 2 and resistor R D constitute the measuring diagonal of the bridge. The common connection point of the frames is connected to a semi-diagonal consisting of resistors R 3 and R 4. They are designed to compensate for temperature errors caused by changes in the resistance of the ratiometer frames when the ambient temperature fluctuates. The ratiometer frames have the same number of turns, but different design dimensions. As a result, the inner frame has less resistance. To ensure symmetry of the circuit, an additional resistance is included in the circuit of the internal frame R D. When connected to the supply voltage circuit in case R x = R y the bridge circuit is symmetrical. Current flowing semidiagonally through resistors R 3 and R 4, branches into two equal currents I 1 and I 2 frames L 1i L 2(Fig. 14). If there is a violation of equality between Rx And Ry the symmetry in the circuit is broken, as a result of which the equality of currents is also violated. Currents I 1 and I 2, flowing through the frames of the ratiometer, create magnetic fields characterized by intensity vectors:
H 1 = I 1 w H 2 = I 2 w,
Where, w– the number of turns of each frame.
The moving magnet, on the axis of which the arrow is attached, is located in the direction of the vector
H = H 1 + H 2,
Where, H– vector of the resulting magnetic field strength.
Rice. 15. Kinematic diagram of the pressure transducer
Measured pressure r and supplied through a fitting 9 into the cavity of the pressure transducer. Under the influence r and the center of the membrane moves 8 , pusher 6 ,rocking chairs 5 , lever 3 , and brush holder 13. Spring 4 returns the lever to its original position when the pressure decreases r and.
Rice. 16. Design of the EDMU logometer
The design of the EDMU logometer (Fig. 16) consists of a moving magnet 2 and fixed frames 3 And 10 . Magnet 2 and arrow 5 attach to axle 9, the ends of which are inserted into the thrust bearings 6 . Copper body 1 A magnetic damper is used to dampen vibrations of the movable system of the ratiometer.
Fixed magnet 4 returns the instrument needle to the zero position when the supply voltage is turned off.
The errors introduced into the measurement circuit by a pressure sensor are similar to the errors of mechanical pressure gauges. Errors introduced by the electrical circuit and the indicator arise when the ambient temperature changes, when the moving system of the indicator is exposed to frictional forces, imbalance and backlash, as well as from magnetic hysteresis in the material of the screen and the moving magnet. The overall total error (± 4) and the presence of an unreliable sliding contract are disadvantages of this type of pressure gauges.
Pressure gauges type EM are differential type devices that measure the difference between two pressures (Fig. 17). Corrugated membranes are used as ECEs, the deformation of which is converted into an electrical value using a potentiometric transducer. The pointer is a four-frame logometer with a moving magnet.
Rice. 17. Diagram of an EM type pressure gauge
The ends of the potentiometer are short-circuited, so it is equivalent to a circular potentiometer. Each potentiometer section is connected to a corresponding tap of the ratiometer frame. A supply voltage of 27 V ± 10% is supplied to the brush of the potentiometric converter and the point connecting all the frames of the ratiometer. When the potentiometer brush moves under the influence of pressure forces, currents are redistributed within the ratiometer. Magnetic fields are created in them, characterized by intensity vectors. The moving magnet of a four-frame ratiometer is located in the direction of the tension vector N total magnetic field. Resistance R 1 and R 2 are used to adjust the width and uniformity of the scale. The use of such a scheme makes it possible to obtain, with small movements of the rigid center of the membrane and the potentiometer brush, large deflection angles of the pointer needle (the scale span reaches 270 0). This significantly increases the accuracy of pressure measurement, all other things being equal. Due to the symmetry of the device circuit, the indicator readings are not affected by changes in the supply voltage or frame resistance when the ambient temperature fluctuates. Total instrument error ± 3%. The main disadvantages of the EM type pressure gauge are the presence of a sliding contact and an increased number of connecting wires, which reduces the reliability of the device, increases its weight and complicates installation on board the aircraft.
Pressure gauges type DIM. The disadvantages of potentiometric transducers associated with wear of potentiometric transducers, associated with wear of the potentiometer, disruption of contacts during vibrations and fluctuations in the measured pressure, elevated temperatures, are eliminated in remote inductive pressure gauges of the DIM type (Fig. 18). This is ensured by the use of a differential inductive converter. Pressure gauges of this type are used for measuring pressure at elevated temperatures and significant high-frequency interference (up to 700 Hz). The electrical circuit diagram of the pressure gauge is shown below.
Rice. 18. Diagram of a DIM type pressure gauge
Either corrugated membranes or membrane boxes are used as UCE. The rigid moving center of the UCHE is connected to the armature of the inductive converter. Inductive converter coils L 1 and L 2 together with resistors R 1 and R 2 form a bridge circuit that operates on AC 36V 400Hz. The diagonal bridge circuit includes ratiometric indicator frames. When measuring pressure, the deformation of the UCE is transmitted to the armature, which changes the air gap in the magnetic circuits of the coils L 1i L 2. This causes changes in the inductance of the coils and leads to a redistribution of currents within the ratiometer. Since the logometer operates on direct current, diodes are introduced into the measuring circuit as rectifiers D 1 and D 2. The maximum errors of DIM type pressure gauges are ± 4%, the range of the indicator scale is 120 0.
Pressure alarms. They are designed to provide information about the presence of nominal or critical modes in power plant systems. ECU 1 of the pressure alarm controls the operation of contacts 4,5, which switch the electrical circuit (Fig. 19).
Rice. 19. Pressure alarm circuit
Pressure alarm 2 opens the electrical circuit using stops 3 and 6 when the pressure difference decreases Δр = р 2 - R 1 .
Pressure ratio meter type IOD. It is designed to control engine thrust in relation to pressure
π =р 2 / р 1
Where, p 1 – total pressure at the engine inlet;
p 2– pressure behind the engine turbine.
The device diagram (Fig. 20) consists of a pressure ratio sensor (PRS) and a pressure ratio indicator (PRI). It is a compensation-type measuring circuit, in contrast to direct conversion measuring circuits. DOD consists of: a working bellows 17, into the cavity of which pressure is applied R 2, aneroid 1, responsive to pressure changes R 1 supplied to the sensor housing; contact system 15, which serves to control the electric motor 13, through an amplifier 16, potentiometer 2, which fixes the deviation of the lever 18 .
Rice. 20. Diagram of a pressure ratio meter of the IOD type
The UOD consists of: amplifier 8; engine 10; a feedback mechanism, which includes a gearbox and potentiometer 12; indicator mechanism, including a running mechanism, scale 4, tape mechanism 3 and return spring 7. Lamps L1 And L2 illuminate the pointer scale.
When the operating mode of the engine changes, and therefore the pressure ratio changes, the movable contact of the contact system 15 located on the lever 18 will close with the upper or lower fixed contact, and the electric motor 13 will begin to rotate the aneroid, changing the angle of its inclination to the lever 18. When equilibrium is achieved, the given The forces of the bellows and aneroid open the contacts and the engine turns off. In this case, signals proportional to the pressure ratio are removed from potentiometer 2. It is included in the bridge measuring circuit of the pointer, containing a feedback potentiometer 12 and adjustable resistances 11. When the bridge is unbalanced in the diagonal, a voltage arises, which is amplified by the amplifier 8 and supplied to the electric motor 10 of the pointer, which balances the bridge circuit using potentiometric feedback 12 and moves the mechanism indicator with indicating tape 3. In this case, on scale 4 the value of the measured pressure ratio is indicated. In the event of a power failure or failure of the device elements, the tape returns to the lower mark of the scale by return spring 7. Adjustment resistors 11 allow you to adjust the span of the even-white border of the tape according to the pointer scale. By rotating the ratchet 6, the nut with arrow 5 moves along the scale to mark a preset value of the pressure ratio at the control point.
Thermal chip alarms. To promptly warn the crew about the occurrence of abnormalities in the operation of the bearing units of the middle and rear engine rotor supports, a housing with oil filters and thermal chip alarms (TCS) is installed in the lower part of the combustion chamber.
The system (Fig. 21) consists of the following main elements:
a) two thermal chip alarms 1, one of which is installed in the oil pumping line from the rear compressor rotor bearing, the other in the oil pumping line from the turbine rotor bearing;
b) a warning light located on the instrument panel in the cockpit.
There are two channels in the oil filter housing, one of which is connected to the cavity of the rear bearing of the compressor, the other to the cavity of the turbine bearing.
An oil filter 10 and a TCC 1 are installed in each channel, which with their flanges are jointly attached to the oil filter housing 11 with two bolts.
Rice. 21. Oil filter design
The oil filter housing 11, with its upper flange, is fastened with four bolts to the flange located on the lower stiffening rib of the combustion chamber housing. A paronite gasket is installed between the flanges.
In addition, two fittings are installed on the oil filter housing 11 to connect the housing channels with pipelines to the oil unit.
Each TSS consists of a sensor that signals the presence of steel shavings in the pumped-out oil, and a sensor for the maximum temperature of the air-oil mixture.
The steel chip presence sensor consists of a magnetic chip storage device, which consists of two permanent magnets 4 and 6, installed with an air gap opposite each other with different poles. The magnets are connected by wires 2 and 3 to the contacts of the plug connector of the thermal chip alarm. A plug connector is installed on the TCC body to connect it to the electrical circuits of the engine and aircraft.
The limit temperature sensor is located in the upper part of the housing 5 and consists of a housing 8, an insert 9 made of a low-melting alloy and contacts, one of which is the upper part of the magnet 6, and the other is the ring 7.
Insert 9 is placed inside cone 8 and is supported by three equally spaced protrusions. Ring 7 is connected by wire 2 to magnet 4.
The operating principle of both the chip presence sensor and the temperature sensor is based on closing the negative circuit of the signal light of the thermal chip alarm system when chips appear or the temperature of the pumped-out air-oil mixture rises above the permissible value.
When metal shavings appear in one of the above-mentioned oil pumping lines, a closed network is formed between the magnets, since the gap between the magnets is filled with shavings.
As a result, the light on the instrument panel in the cockpit lights up for the presence of chips in the engine.
If the temperature of the air-oil mixture in the pumping line from the cavity of the rear bearing of the compressor rises above 180 0 C and the pump line from the cavity of the turbine bearing above 202 0 C, the low-melting inserts melt and connect the surface of the magnets 6 and rings 7 .A closed electrical circuit is formed, which turns on a light in the cockpit, signaling the presence of chips in the oil.
Conclusion: devices for monitoring the operation of aircraft power plants are designed to monitor the thrust and thermal conditions of aircraft engines, the state of lubrication, fuel reserve and consumption, and the operation of individual systems and units. These include instruments for measuring rotation speed, temperature, pressure, amount of fuel in tanks and fuel consumption. This group of devices also includes indicators for preset pressures in the fuel system and position indicators for the air intake cone, anti-surge flaps and fuel lever, which allow you to check the condition of the corresponding systems.
Aircraft engines, fuel and oil tanks, air system cylinders and other objects whose operation must be monitored during flight are located at a distance of several meters and even tens of meters from the cockpit, where aircraft control is concentrated. Therefore, all devices monitoring the operation of power plants must be remote.
Aircraft engines operate in intense thermal conditions close to the limit. Therefore, to thermometers used to monitor the thermal conditions of the engine and service systems. There is a requirement for increased measurement accuracy. Thus, at maximum values of measured temperatures, the error in measuring the temperature of turbojet gases should not exceed ± (0.5-1)%. The accuracy of temperature measurement in cooling systems of aircraft engines of all types is estimated at an acceptable error of ± (3-5)%.
Fuel pressure in gas turbine engines must be measured with an error of no more than ± 1.5% in the range of 0-10 kg/cm2 and ±4% in the range of 10-100 kg/cm2. The oil pressure measurement error should not exceed ± 4%.
Conclusion
Accurate measurement of the actual fuel supply on the aircraft and its instantaneous or total consumption is necessary to ensure flight safety and maintain optimal engine operating conditions. The error in measuring the amount of fuel when the aircraft is positioned in the flight line should not exceed 2-3% of the actual fuel supply and should not be more than ± 2.5%.
Preset pressure alarms must operate with an error not exceeding ± 5% of the nominal response pressure values.
Self-study questions
1. Controlled parameters of power plants, assemblies and systems of the aircraft.
2. The operating principle of a TEU type thermometer.
3. Operating principle of the temperature sensor.
4. Operating principle of TNV.
5. Operating principle of thermoelectric thermometers.
6. Operating principle of a magnetoelectric galvanometer
7. Instruments for monitoring the condition of engine oil systems.
Literature
1. V.D. Konstantinov, I.G. Ufimtsev, N.V. Kozlov "Aviation equipment of aircraft" pp. 119-148.
2. Yu. P. Dobrolensky "Aviation equipment" pp. 82-88.
3. A.S. Tyrtychko, N.N. Tochilov, M.M. Nogas, V.M. Bluvshtein "Aviation equipment for helicopters" pp. 254-282.
4. V.V. Glukhov, I.M. Sindeev, M.M. Shemakhanov "Aviation and radio-electronic equipment of aircraft." pp. 46-76.
5. Lecture notes.
Related information.
"ENGINE CONTROL DEVICES FOR THE OPERATION OF THE ENGINE, INDIVIDUAL SYSTEMS AND UNITS FUEL LEVEL ALARM..."
AIRCRAFT AND RADIO ELECTRONIC EQUIPMENT
ENGINE OPERATION CONTROL DEVICES,
INDIVIDUAL SYSTEMS AND UNITS
FUEL LEVEL ALARM SUT4-2
The fuel level indicator SUT4-2 is intended for:
Discrete measurement of fuel reserve in two tanks of an object with information output at 9 levels on the indicator light board:
Issuance of duplicate signals of emergency fuel remaining in each tank to the second cabin.
The alarm system includes:
Two level indicator sensors DSU1-2
One fuel level indicator IUTZ-1.
The operating principle of the alarm is based on the conversion of a non-electrical quantity (changing fuel level) into an electrical one (correspondingly changing combinations of output voltage phases).
To convert a non-electrical quantity into an electrical one, a float-type mutually inductive sensor is used. The IUTZ-1 indicator is designed to convert signals coming from sensors and display information on a light display. On the front panel of the indicator there is a button for monitoring the functioning of the signaling device “K” and a brightness switch for the light display “D-N”.
TACHOMETER ITE-1 The tachometer is designed for remote measurement of the engine shaft rotation speed, expressed as a percentage of the maximum revolutions per minute.
The principle of operation of the device is based on converting the speed of rotation of the motor shaft into EMF with a frequency proportional to the speed of rotation of the shaft.
The tachometer kit includes indicators ITE-1 sensor DTE-6. Pointers are installed on dashboards, sensors on the engine.
Rice. 1 Set of remote magnetic-induction tachometer ITE-1: a - indicator ITEb - sensor-generator DTE-1 Fig. 2 Electrical diagram of the ITE-1 tachometer 1-sensor-generator rotor; 2-stator generator winding; 3-rotor of the electric motor of the pointer; 4-stator winding of the pointer motor; 5 - hysteresis disk; 6 - pointer disk; 7 - magnet of the sensitive element; 8-hair spring; 9-gear drive; 10-scale device; 11- axes of arrows; 12 - arrow
Basic data:
AIRCRAFT AND RADIO ELECTRONIC EQUIPMENT
measurement rangeAccuracy at +20°С
Operating temperature range
THREE-POWER MOTOR INDICATOR EMI-ZK
The three-pointer engine indicator is used to remotely monitor the operation of an aircraft engine and is a combined instrument that measures fuel and oil pressure and oil temperature.The device kit includes a UKZ-1 indicator, a P-1B fuel pressure receiver, a PM-15B oil pressure receiver and a P-1 oil temperature receiver.
The pointer is installed on the dashboard.
– – –
THERMOELECTRIC THERMOMETER TCT-13
The thermoelectric thermometer is used to remotely measure the temperature under the spark plug of an aircraft engine.The principle of operation of the thermometer is based on the phenomenon of the appearance of thermoelectromotive force in the junction of two different metals when the junction is heated.
The thermometer kit includes one TCT-1 meter and one T-3 thermocouple.
The meter is installed on the dashboard, the thermocouple is under the spark plug of the engine cylinder head.
Basic data Measuring range
Measurement error
Temperature conditions
ELECTRIC THERMOMETER TUE-48 A universal electric thermometer designed for remote measurement of the temperature of the intake mixture.
The thermometer kit includes a P-1 receiver and a pointer. The principle of operation of an electric thermometer is based on the fact that when the temperature of the measured medium changes, the resistance of the sensitive element of the receiver changes.
The temperature receiver is installed at the inlet of the carburetor, the indicator is on the dashboard.
Basic data.
AIRCRAFT AND RADIO ELECTRONIC EQUIPMENT
Temperature:
for pointer
for receiver
Temperature measurement range
Operating range
Supply voltage
– – –
DOUBLE COMPRESSED AIR MANOMETER 2M-80
The pressure gauge is designed to measure the pressure of compressed air in the main and emergency air systems.The operating principle of the pressure gauge is based on the functional relationship between the measured pressure and elastic deformations of the sensing element - a tubular spring.
The pressure gauge has two scales and, accordingly, two arrows showing the pressure in the main and emergency systems.
Basic data.
measurement range
Accuracy at +20°С
Operating temperature
ENGINE STARTING FEEDER
When the “Ignition” E25 circuit breaker is turned on, voltage is supplied to the “Start” buttons 31 and 32 and to the “Oil dilution” switch Ml.When you press button 31 in the first cabin or button 32 in the second cabin, voltage is supplied to relay 310, when activated, 27 V is supplied to the EK-48 electrovalve (33) and the KP4716 starting coil (34).
The current passing through the primary winding of the starting coil creates a magnetic field. As a result, the core will be magnetized and when a certain magnetic field strength is reached, the vibrator armature, overcoming the resistance of the spring, will be attracted to the core. As a result of this, the vibrator contacts will open, the current will stop, the magnetic flux will disappear and the vibrator spring will return the armature to its original position (at the same time, the vibrator contacts will close again).
The primary winding circuit will be closed again, and the process described above will be repeated.
At the moment the contacts open, the magnetic field of the primary winding disappears instantly. Due to the rapid change in magnetic flux in the secondary winding, a large
AIRCRAFT AND RADIO ELECTRONIC EQUIPMENT
electromotive force. The current from the secondary winding of the starting coil flows to the electrode of the left magneto slider (terminal “P”) and through the distributor electrodes to the cylinder spark plugs.Control of the ignition system, i.e. turning on and off the magneto from the first cabin is done by switch 37, while in the second cabin switch 38 should be in the “1+2” position, and the “Ignition” switch, E11 - in the “1 cab” position. Control of the ignition system from the second cabin is carried out by switch 38, the “Ignition” switch 311 in this case should be in the “2 cable” position.
The PM-1 magneto switch has four positions. In position "0", both magnetos are turned off, because The primary windings of the magneto transformer are connected to the aircraft body.
In position “1”, the left magneto 35 works, and the right one 312 is turned off, because the primary winding of its transformer is connected to the aircraft body.
In position “2” only the right magneto works, in position “1+2” both magnetos work.
FEEDER OF ENGINE OPERATION CONTROL DEVICES
When the circuit breaker “APRIB” is turned on. MOTOR", E24 voltage is supplied to the TUE-48 thermometer, which shows the air temperature at the carburetor inlet to the three-pointer indicators U KZ-1, M5 and M9 and to the IUTZ-1 indicator from the SUT4-2 fuel level indicator kit.ENGINE CHIP SIGNALING CIRCUIT
When chips appear in the engine, the signaling device - filter M25 - is triggered and closes the negativeSimilar works:
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pleasure
The P2002-Sierra RG is a two-seat low-wing aircraft with side-by-side seating and retractable landing gear. The tasteful P2002 Sierra RG is a plane for the joy of flying and seeing the world around you.
Brief information
Max. range
Ready for cross-country flights
Maximum speed
Places
Two places with parallel seating
Day and night VFR flights
Fuel consumption
Only 4.5 US gallons per hour at
using both automobile and aviation fuel.
Exterior
The P2002 Sierra RG boasts superior performance and flight characteristics, as demonstrated by numerous sales of P2002 ultralight, light sport and ultralight aircraft throughout the world, approved in 15 countries excluding European countries. Ease of piloting and maintenance make this aircraft an excellent solution for training in flight organizations. It is also an ideal solution for aerial surveillance missions, both for recreational purposes and for private use. The ability to use 100LL AVGAS fuel or unleaded automotive fuel (up to 10% ethanol content) makes this aircraft even more versatile and cost-effective to operate. The P2002 Sierra RG combines Tecnam's most advanced aircraft developments. The use of modern design software, structural analysis, and experience in aircraft construction using all types of materials is the result of the continuous development of the aircraft manufacturing process.
With its trapezoidal low wing and slotted flaps, the P2002 Sierra RG is a superior aircraft with an ideal combination of aerodynamic and performance characteristics.
Interior details
The aircraft is equipped with seats that are adjustable in flight according to the height level when the seat is moved forward.
The luggage compartment, with a capacity of 44 lb/20 kg, is located behind the seats with enough space to stow several travel bags. All Tecnam aircraft are equipped with twin controls with a curved shape at the base for easy access and egress of the aircraft. A dual control system with push-to-talk (PTT) and electric stabilizer trim on the handle with trim indicator on the control panel is standard.
The interior is quite spacious, ergonomic and comfortable. The dual throttle system allows for control by both left and right hands.
Heating and frost prevention are included as standard.
Ventilation holes are located in the doors. All Tecnam aircraft are designed to provide excellent forward visibility.
The aircraft is equipped with dual standard directional control pedals and a steerable nose wheel. The standard wide instrument panel accommodates a wide range of equipment.
Chassis Up and Go for Fun with the Sierra RG!
Avionics
Standard GARMIN Avionics Package
GMA 340 Audio panelGNC 255A Communications/Navigation Equipment
GTX 328 Responder
AWS 406 MHz
Antennas:
— Defendant
— VHF
— AWS
— Marker radio beacon
Speakers
Microphone
Intercom button on the control stick of the crew commander/co-pilot
List of standard equipment
Flight indicators and instruments
Magnetic compass
Speed indicator (in knots)
Altimeter (inches)
Variometer
Roll indicator
Flap position indicator
PVD system
Static pressure system
Stabilizer trim position indicator
Three landing gear position lights
Transit/Unlocked Chassis Position Indicator
Engine monitoring devices
Tachometer
Hour meter
Oil pressure indicator
Oil temperature gauge
Cylinder head temperature gauge
Fuel pressure gauge
Voltmeter
Left and right fuel gauges
Fuel system
Two built-in fuel tanks with a total capacity of 100 liters
Mechanical fuel pump (engine driven)
Fuel sludge quick drain valve
Additional electric fuel pumps
Flight controls
Hydraulic brakes
Parking brake
Electric flaps
Twin controls
Steerable front landing gear
Stabilizer trim (electric switch on control handle)
Engine controls:
— Two throttles
— Carburetor heating
— Enrichment
Chassis:
— Electro-hydraulic landing gear retraction/release system
— Chassis position switch
— Sound signaling of landing gear position
— Emergency landing gear release
Flight control trim system:
— Stabilizer trim control and trim position indicator
Fuel cock, On/Off positions
— Starter
- Fuel pump
— Left and right engine magneto
Electrical system
Battery 12 Volt 18 Ampere
Generators 12 Volt, 20 Ampere
Switches:
— Landing light
— Flashing lights
Gas station panel
Documentation for the aircraft
Limited manufacturer's warranty (2 years)
Pilot's Guide
Maintenance Manual
Interior
Pilot seats
— Adjustable position (forward and backward)
Seat belts and shoulder belts (all seats)
Full width carpet
Luggage compartments
External part
Sliding canopy with lock and key
Rear window
Mooring rings
Retractable landing gear
Main landing gear wheels 5.00 X 5, nose gear wheel 4.00 X 6
Stall warning
BANO
BANO and wing flashing lights
LED taxi light
Cabin comfort
Adjustable fan (in 2 places)
Powerplant and propeller
One four-cylinder Rotax 912 ULS2 engine with 100 hp.
Mixed (liquid/air) cooling system, built-in gearbox
Dual ignition system
Left and right throttle
Tubular steel motor mount
Gt Propeller Two Blade Variable Pitch Propeller
Propeller spinner
Air filter
Oil filter
Oil and water radiators
Kits
1003 Modification of category to full (Advanced):
ANDAIR fuel tap
Radio equipment Ica210 with installation
Responder Gtx 327 with installation
AWP AK 450 with installation
JUNKERS parachute, designed for a weight of 600 kg
1004 US-LSA version, includes:
Stainless steel fire partition
Speed indicator (in knots)
Andair fuel tap
Dashboard switches:
_ Separate starter
_ Avionics
Starter lock
Gas station panel
Tinting of all windows
Mooring rings
Fire-prevention winding of pipeline of oil and fuel systems
Thermostatic oil valve
Luggage compartment fastening network
LED taxi light
External power supply
Rotax Engine Extended Warranty (1 Year Extension)
Heating system with glass defroster
The amount of fuel in tanks is measured using remote fuel meters. Flow meters are used to measure instantaneous or total fuel consumption. Let's look at the operating principle of the fuel and flow meters used on modern aircraft. Fuel meters. The principle of operation of fuel meters is based on measuring the fuel level in tanks...