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UAS Propulsion System Design
Published in R. Kurt Barnhart, Douglas M. Marshall, Eric J. Shappee, Introduction to Unmanned Aircraft Systems, 2021
Michael T. Most, Graham Feasey
The control system makes adjustments to the propulsion system actuators to achieve the requested power command at the highest system efficiency within the operating limits of the propulsion system. The control system consists of a full authority digital engine control (FADEC), sensors, and actuators. The FADEC is the digital computer that operates the control system. Since the FADEC has full authority, there is no manual backup. To increase reliability, the FADEC contains two or more completely redundant computers. If one computer fails, another computer takes control. In its simplest form, the engine controller is trying to achieve the commanded power; however, more complex propulsion system controllers use set points of airspeed or altitude. They may have different modes for ground operations (taxi) and flight operations. The FADEC uses propulsion system sensors to determine the current operating condition of the engines, such as fuel inlet temperature and pressure; engine speed; air temperature and pressure; and exhaust gas temperature. The FADEC also uses aircraft sensors such as outside air temperature (OAT), atmospheric pressure, and air speed. Servo actuators adjust the manual controls on propulsion systems originally designed for human control. The control system automates many complex interactions with the propulsion system that would otherwise overburden the pilot.
Operating a flight
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
Upon receiving take-off clearance, the crew will complete any remaining checklist items, confirm that they are entering or on the correct runway, check any critical settings, then commence the application of power. Most modern transport aircraft engines (jet and turboprop) use FADEC to control the engines. FADEC is effectively ‘fly by wire’ for the aircraft thrust levers (for jet aircraft) or power levers (for turboprop aircraft). FADEC ensures that the application of power through the levers will result in the desired thrust being developed by the engines without exceeding any limitations (e.g., temperature/torque). FADEC’s introduction in the 1980s was an important feature used to reduce crew workload managing engines, particularly during critical phases of flight, and therefore enabling the reduction of crew complement such as the flight engineer. Whilst the PF will move the thrust levers initially, at some point, the FMS (for aircraft fitted with this) will ‘take over’ the fine-tuning of power, ensuring that the preprogrammed thrust settings are achieved. Simultaneously the PF will use the aircraft rudder pedals to guide the aircraft down the runway to the take-off speed and rotation point. The PM will monitor the correct engine and other instrument settings, aircraft systems and tracking.
Advanced flight control research and development at Boeing Helicopters
Published in Mark B. Tischler, Advances in Aircraft Flight Control, 2018
Kenneth H. Landis, James M. Davis, Charles Dabundo, James F. Keller
Unique engine control requirements for the V-22 (Schaeffer et al. 1991) are met through incorporation of the thrust power management system (TPMS), which utilizes a collective (‘beta’) governor in all modes of flight. Acceptable hover characteristics are achieved using TCL quickening in the control laws, with high-frequency thrust control response actuated through collective blade pitch and low-frequency thrust commands provided through the engine response. Figure 16 provides an overview of the integrated V-22 engine/rotor control system, i.e. the TPMS. Pilot commands are input through the engine control levers (ECLs) during startup operations, and through the thrust control lever (TCL) during flight operations. The TPMS, which is integrated within the primary flight control system, provides command quickening, rotor governing, and torque regulation during all modes of flight. Key TPMS parameters are scheduled with nacelle angle and airspeed to provide desired characteristics throughout the flight envelope. Inflow compensation is provided to offload rpm governing requirements as the nacelle is varied. The primary outputs of the VMS are the collective command to the rotor for rpm governing, and the power demand to the FADEC (Full-Authority Digital Engine Control) to regulate rotor torque. The FADEC modulates fuel flow to the engine based on power demand and a proportional-plus-integral (P + I) regulator which governs gas generator speed. Extensive flight testing of the TPMS has demonstrated satisfactory performance and good handling qualities throughout the flight envelope.
Production of Medium Chain Fatty Acid Ethyl Ester, Combustion, and Its Gas emission using a Small-Scale Gas Turbine Jet Engine
Published in International Journal of Green Energy, 2019
Nhan Thi Thuc Truong, Arnupong Suttichaiya, Wikanda Hiamhoen, Peerapat Thinnongwaeng, Chaloemkwan Ariyawong, Pailin Boontawan, Jürgen Rarey, Manida Tongroon, Ekarong Sukjit, Atit Koonsrisuk, Apichat Boontawan
The analysis and measurement of alternative fuel in a real gas-turbine jet engine is complicated and expensive. As a result, the use of parts or a small size engine can be very interesting (Badami, Nuccio, and Signoretto 2013). For this work, a small gas-turbine jet engine (model J800R) from the PST Jet, Thailand was used (http://www.pstjets.com/RC_models/manual/j800r_full_v1.1_sept2007_v3.59.pdf2007). It was equipped with additional sensors and high-resolution data acquisition as schematically illustrated in Figure 1. Table 1 details the engine specifications. The gas-turbine engine has a length of 260 mm, a width of 92 mm, and a weight of 1.2 kg. The engine is equipped with a full authority digital engine control (FADEC) which is a system consisting of an electronic engine controller, and its related accessories that control all aspects of aircraft engine performance. In addition, a data acquisition system was installed in order to measure the temperature and pressure at various locations of the engine. In addition, a calibrated load cell was employed to determine the static thrust. The thrust-specific fuel consumption (TSFC) is used to determine the amount of fuel flow rate required by an engine whilst producing one unit of thrust, and can be calculated as follows (Lefebvre, Ballal 2010):