4 - Engine Instruments - Ocr

A .. E .. C.
8
SECTION 4
ELECTRICAL INDICATING SYSTEMS

r«L W "'RItb:s ...
..... zn'IQfJaz SCfJas rI'I'twa
LESSON TOPIC PAGE No
1 DESYNN TRANSMISSION SYSTEM 299
2 POSlrION TRANSMITTERS SANGAMO 317

WESTON
3 INDUCTOR PRESSURE TRANSMITTERS 325

c: ,4? lIP.
/~~/C..-9....?'P...v: ~~/4/i£ ~~67R
4 TACHOMETER INDICATINGS SYSTEMSPY/~e-,I?;:#1) 343
J';V#'C#R,/,Ct?/cf Jc?'
5 TEMPERATURE MEASUREMENT 371
6 EXHAUST GAS THERMOMETER 385

CN&/;/C t.//8R~r/~ /#~/CA7/PN
7 PACITOR FUEL CONTENTS 401
ft,,·~ ~ /Pe/ c')nr'"f".Ie-..r
C#J;rc:r ~~/ /4;e ../
,(
A. E. C. 8
SECTION 4: LESSON 1
DESYNN TRANSMISSION SYSTEMS
CONTENTS
PAGE NO.
INTRODUCTION 301
DESYNN SYSTEMS 301
TYPICAL DESYNN FAULTS 303
SLAB DESYNN TRANSMISSION 306
TESTING STANDARD DESYNN 311
TESTING SLAB DESYNN 31t
SELF APPRAISAL QUESTIONS 313
299
y
A. E. C. 8
SECTION 4: LESSON 1
LESSON OBJECTIVES
The student will, on answering multichoice questions, be able to:-
1 Explain the principle of construction and circuit operation of

a typical Desynn transmitter
2 State the typical accuracy of a Desynn system
3 State the torque characteristics of this type of system and

its disadvantages
4 Identify the relationship between signal and indicated readings
5 State the function of the weak circular magnet
6 State the five typical Desynn faults their causes and

their remedies
7 List the various application of Desynn transmission
8 Identify the fitting and adjustments necessary
9 State the di~ference between a Slab Desynn & a Standard

Desynn System.
10 State the general tests which can be carried out on these

systems.
RECOMMENDED FURTHER READING.
1. AIRCRAFT INSTRUMENTS BY E.H.J. PALLETT P.230 - P. 238
300 y
LESSON 1
rNrRODUCTION
The desynn system of D.C. data transmission is a relatively simple

low torque system which lends itself satisfactorily to such aircraft
applications as the remote indication of flap, rudder and elevator
position, oil and fuel pressures, etc. The simple pointer and scale
arrangement is generally acceptable for such indications, and since
arrangements of this kind can be operated satisfactorily with very
small applied torques the low torque characteristic of the Desynn system
does not present any undue difficulties when the system is employed to
give indications of this type. The accuracy of the Desynn system is of
the order of ±. 2t%: such accuracy is not high by modem standards but
I
.it is reasonably realistic for the applications which have been mentioned.
• DESYNN SYSTEMS (See Fig. 1)
At the transmitter, the position of a potentiometer wiper (the rotor) is

controlled by a linkage from the appropriate airframe moving part, the
dis placement of which is to be meas ured. One arm of the wiper is
connected to DC + ve and the other to DC - ve, the two being insulated
from each other. The voltage at three equi-spaced tappings on the
fixed toroidal potentiometer (the stator) is dependent upon the position of
the energising rotor. These voltages, via the three interconnecting leads I
cause a magnetic field to be set up by the COils of the stator in the
0
indicator these being 120 apart. The rotor, which carries the indicating
I
pointer, is a permanent magnet, the field of which reacts with that of the
stator. This reaction produces a torque on the rotor, unless the two
fields are in alignment. Any dis placement of the trans mitter rotor changes
the stator voltages and the resultant change in the flux path of the
indicator stator causes the indicator pointer to be Similarly displaced.
The construction of the transmitter and indicator are shown In figures 2 and
,
3 res pect! vel y . ,~
A weak circular magnet which plays no part in the normal operation of the
indicator will return the pointer to an opr SCALE" position if the power
I II
supply faUs or 1s switched 'OFF (See Fig. 3).
J,
301 1.
-4
X
1"1
o
1"1
CIt
-<
Z
Z
28V
D.C
TRANStAITTER RECEIVER
RESULTANT
"fLD
A.(SUIJ'ANT
FJELD
(b)
"!SUlfANT
"!LD
(c)
j:I [!.UUANT
'IELO
(d)
OPERATION OF THE DESYNN SYSTEM.

•
INDICATOR
DESYNN -SYSTEM
•
MAGNETISED
ROTOR INDICATOR TRANSMlnER
A A
STATOR
--=~::-.;;=- .....-- WINDINGS
A A
TRANSMITTER
TYPICAL DESYNN FAULTS
SYMPTOM CAUSE REMEDY
Pointer OFF SCALE

II II Power supply failure/ Check appropriate
OFF fuse.Switch 'ON'
• Pointer dis placed

0
180 Rotation
correct
Pointer rotation
reversed
Power supply reversed
2 connections cros s ed
Check transmitter
for correct wiring
C heck wiring con-

nections between
trans mi tter and
indicator
Pointer dis placed 3 connections crossed C heck wiring con-

o 0
120 or 240 clock- nections between
wise trans mi tter and
Rotation correct indicator
Pointer dis placed Open circuit or short Carry out insulation

0
and moves in 180 circuit res is tance check and
steps continuity checks.
303
\
CAl(
ClUNK lItH
J
eRA'" ARM
WlNRARM
DIIJIW IPINDU DAlY( SPINDU
~ ~-
.TURN SPRING
"CTOA
~
PINION
~ (LU~TED BV
OIL -IOlJ(ED WAIt4E A)
I MO
srRAATEO UVEA
."'5107 TAPP'/._A_T_IH_QlI:"'"l._E_V_E_A=~__-::,\",\
.~
•
. :.--
TOROIDAL
"E'I'TOR--+~--+~ --~~---CR.MKAAM
WIP, • • " ...
,
....
304
.IIL _
---.
_ _- - - - - ,~OINTI •
...:;,:..;.....------ DIAL
~~---------CAY
.'
IOTO. MOUIING ,NAill". le_,.
Fig. 3 INDICATOR MOVEMENT

, 3-05
LESSON 1 (Contd.)
SLAB DESYNN TRANSMISSION
INTRODUCTION
DESCRIPTION (Figs 4 and 5)
The purpose of the Slab Desynn System is to provide more accurate indication
than can be given with the standard Desynn system. The transmitter
construction lessens the friction between the resistor and pick-off brushes
and provides a sine-wave output to the indicator, which has high resistance
coils. The Slab Desynn system is therefore not interchangeable with standard
Desynn transmitters and indicators, nor can it be tested using the standard
test set.
The slab desynn transmitter assembly is supplied at 28 volts d.c. and

consists of a resistor over which a contact plate assembly carrying three
o
contacts 120 apart rotates on a pivot. The shaft of the contact plate
assemb ly carries a pinion, hairspring and hairspring guard. The whole is
supported in a frame assembly to which a brush holder with three brushes is
fitted. The brushes make contact with slip rings on the contact plate
assembly. Backlash between the sector and pinion is taken up by the
hairspring, the free end of which is anchored to the desynn frame assembly.
A clamping ring holds the desynn transmitter assembly in position so that
the pinion mes hes with the toothed sector.
.,
.. ~
.; .,
306
e(
.,/~./
~~\ rr-====::::;;,
+
---~---
-' - -----
+
a4 VOI.T
I).C . Su-."
_ ,I } -_ _ _- J
Fill 4 Schemaric and Theor~dcal Circ"i, of System. (Sl a b Desynn)
I .
~
I
_ _... -----,J~
I
-m--- - -
+-- - ,.............¥
Fig. 5 SLAB DESYNN - TRANSMITTER ASSEMBLY

308
.' •
~
INDICATOR
/::2=:-.,P
Noh .
Bobbin conn~ctions ar~ TRANSMITTER
~
arranged such that 0 -1" movement
of the push rod giv~s a 60 0
movement of the brushes over
the bobb i ns .
The electrical output provides
360 0 of indicator movement_
R E ST R AINING
~f;;;;;fi~!- / 5 P R I .N G 5
FI XI NG PLA T E
I :J BELL O WS
THE M ICRO DESYNN
PRESSU R E MEASURING
PRINCIPLE
f
OIL PRE S SUR E
• •
P2.ras
)....l~&Q.~ ou..'-PUT.
U~ED W\-\E;(tE O..JL'I SN\ALL \~PU\
boG W\Pc(t N\O\1cffit;~\ EQuAi6;S,"'o
)V~II\J cd' Lt:. r
(.;(oe.Ro 1"1> A L
I I
Y[ . l'B!- 6
LA2- lc~ ] x
t=.
AI -- r (!.
-- -. ~
-1Bi
-
0
I
I
,AJ
.....
.. ) ~
c. B
2.4 v 12v CHeCK
5ET
2 7
IT~AN~.
METER
PO"TION~ or
CHANoe OVfR !tWITCH
"""--'
I
I
!
I
i
L.J
WDI<:ATOR POTENTtOMlTfR..
~ ."
FiJ 6J, -rneIJreticQI circuit diagrarn of sta..TtdOJ"d Telt set.
H.
.' .,.... _c . _ ......
. - -- --- ----- --.-~~- - -- - -~------ .~
_____ . _____ ~_ ~~ __ ~_~ ____ ~~_. ___ ~ __ ~_~_. _____ ._. __ ~ __ .~_r~"""--~-~------··-----~--
A.E.C.8
SECTION 4: LESSON 1
SELF APPRAISAL QUESTIONS
1 The power supply to a Desynn indicating system is
a single phase a. c.
.4> b d.c .
c three phase a. c.
2 The rotor of a Desynn indica.tor is a
, a
b
permanent magnet type
hysterisls type
c wound type
3 The power supply to a Desynn indicating system is

connected to the
a indicator
b transmitter
c indicator and transmitter
4 The stator of a Desynn indicator consists of
a two windings at 90 degrees to each other

b three windings connected in star
c three windings connected in delta
5 The pOinter of a desynn indicator rotates in the correct

direction but is dis placed 18q>~ from the correct reading. f:
i
This could be due to
, a
b
polarity of supply reversed
two transmission lines cross connected
c one transmission line open circuit
313
A.E. C. 8
LESSON 1 (CaNT)
6 If the pointer of a desynn indicator was moving in the reverse

;!ge.ct1011 when the transmitter wiper arm was rotated, the fault
would be
a reversed polarity of supply

~ b two transmission lines crossed
c transmission lines connected A to B, B to C and C to A.
7 The purpose of the spring in the desynn transmitter is
a return lever to zero

b take up back la sh
c damping
8 The standard desynn transmitter test set can be used to

test
a linear desynn transmitters and slab desynn

tra nsmitters
b slab desynn transmitters and torroidal desynn
transmitters
c torroidal desynn transmitters and linear desynn
transmitters
314
A.E.C.8
SECTION 4: LESSON 2
POSITION TRANSMITTERS, SAN GAM 0 WESTON
I .
CONTENTS
PAGE No.
DESCRIPTION 319
OPERATION 319
• TESTING 321
"
;
,
\
\'!
317
y
A. E. C. 8
SECTION 4: LESSON 2
POSITION TRANSMITTERS, SANGAMO WESTON
LESSON OBJECTIVES
1 Explain the principle of~_~_!~g!!o~_~~~q_~_~9~!~£~ration_

of a typical Sangamo Weston system
2 State the torque character.l~Jic_fL of this type of system
4
List typical ~for this type of instrument
State the general tests which can be carried out on

•
these -systems.
RECOMMENDED FURTHER READING
. !
318
y
LESSON 2
i ,
The transmitter is designed to provide information to a remote indicator, t
reference the rotary movement of a shaft, or angular movement of a control.

Electrical output from the trans mitter, proportional to mechanical move-
ment, is conducted to a suitable current monitoring indicator calibrated in
units of Giegrees deflection or control position.
A three-part moulded bakelite casing (fig 1) houses the transmitter

electrical equipment, the separate compartments of the casing being held
•
together by four tie-bolts, assembled longitudinally through each compart-
ment and secured with circular slotted nuts . (The~ of the
caSing accommodates the ~per ann (fig 2) d)rectly coupled to, but
I
insulated from a stainless steel operatiftg spindle; the spindle, which is

free to rotate through 360 deg. is mounted in two phosphor-bronze bearings.
An insulated boss on the wiper arm houses a spring-loaded contact
engaged with a slip-ring on one Sile and a toroidal resistance winding on
the other:)
(The ~~ of the casing houses the toroidal resistance winding;

the outer surfaces engaging with the spring-loaded contacts on each Side)
(The~of the caSing houses a seC}mented slip-ring and two

adjustable wiper anns in contact with the slip-dngs and toroidal winding.
The wiper anns I electrically insulated from each other, are adjusted
vectorially by a gear mechanism mounted externally. Terminals 1 and 2
are connected to the wiper arms via the segmented slip-ring. After
initial setting, the positions of the wiper arms are locked by a nut and
screw passing through the two gea~. (fte ~,()
To facilitate ini~ial alignment, a datum point on the transmitter spindle

may be aligned 'Nith an engraved marking on the transmitter bodYi in this
poSition the wiper arm is centrally disposed to give maximum deflection
in either direction.
Position transmitters are used with ratiometer type indicators.
A theoretical diagram of the transmitter connected to a ratiometer move-

ment is shown in fig 3. The transmitter spindle, operated by the aircraft ~,
control mechanism I rotates the wiper ann in contact with the toroidal "
resistance winding. This arm is connected to terminal No.3, which is

in tum connected to the aircraft negative supply. The two fixed arms,
connected to terminals No. 1 and 2, also in contact with the resistance
winding, complete the circuit to the moving coils of the indicator. I.
V
!
319 ii-
I
:1"
LESSON 2
The transmitter is designed to provide information to a remote indicator, , i

reference the rotary movement of a shaft, or angular movement of a control.
Electrical output from the transmitter, proportional to mechanical move-
ment, is conducted to a suitable current monitoring indicator calibrated in
units of degrees deflection or control position.
A three-part moulded bakelite casing (fig 1) houses the transmitter

electrical equipment, the separate compartments of the casing being held
•
together by four tie-bolts, assembled longitudinally through each compart-
ment and secured with circular slotted nuts. (The~ of the
caSing accommodates the wiper ann (fig 2), dIrectly coupled to, but
insulated from a stainless steel operatirtg spindle; the spindle, which is
free to rotate through 360 deg. is mounted in two phosphor-bronze bearings.
An insulated boss on the wiper arm houses a spring-loaded contact
engaged with a slip-ring on one sile and a toroidal resistance winding on
the other)
(The.~ of the casing houses the toroidal resistance winding;

the outer surfaces engaging with the spring-loaded contacts on each Side)
(The~of the casing houses a segmented slip-ring and two

adjustable wiper anns in contact with the slip-rings and toroidal winding.
The wiper anns, electrically insulated from each other, are adjusted
vectorially by a gear mechanism mounted externally Terminals 1 and 2
0
are connected to the wiper arms via the segmented slip-ring. After
initial setting, the positions of the wiper arms are locked by a nut and
screw paSSing through the two gear:yo (~e ~,()
To facilitate initial alignment, a datum point on the transmitter spindle

may be aligned 'Nith an engraved marking on the transmitter body; in this
position the wiper arm is centrally disposed to give maximum deflection
in either direction.
Position transmitters are used with ratiometer type indicators.
A theoretical diagram of the transmitter connected. to a ratiometer move-

ment is shown in fig 3. The transmitter spindle, operated by the aircraft
control mechanism, rotates the wiper ann in contact with the toroidal
resistance winding This arm is connected to tenninal No.3, which 1s
0
in tum connected to the aircraft negative supply. The two fixed anns,
connected to terminals No. 1 and 2, also in contact with the resistance
winding, complete the circuit to the moving coils of the indicator. i
f:'
!
319
ILIP RING ADJUSTING PINIONS
•
--- CAKE TE.IUr"'HAl
POSITION TRANSMITTER Issue 1

~t'/dt';;/?.r (~~?.?) .
~~ThUS' movement of the aircraft control mechanism produces unequal
currents between terminals 1 and 3, and between termi.nals 3 and 2 (fig 3);
. the resulting change in current through the moving coils of the indicator
cause deflection of the pointer proportional to control movement.
The trans roi tter is secured in pos i tion by two 2 B. A. bolts ; its operating
s pindle i~ connected to the aircraft control mechanis m which 1t is
required to simulate. When a new transmitter is installed, the operating
spindle should be so connected that, with the aircraft control centralized,
the pointer on the transmitter spindle is adjacent to the engraved marking
on the trans mi tter body.
Having ensured that the electrical circuit is correctly connected, rotate

the spindle over its full travel in one direction and. see that the indicator
pointer moves in the required direction. To change direction of rotation,
revers e the connections of leads 1 and 2.
After installation, the transmitter is ranged to the control movement by the

adjustment of the gear mechanism at Band C (fig 1); the procedure is
des cribed in the following sub -para. : - :..
(1) Loosen locknut A, rotate control B fully clockwise and C fully

anti-clockwise. With the aircraft control at its limit of travel,
rotate B or C to bring the pointer of the associated indicator
to the appropriate end scale position. Now move the aircraft
control mechanism to the other limit and operate B or C until
the indicator pointer coincides with the other end scale
position.
(2) Repeat the operation I adjus ting as required until the correct-
readings are obtained. Lock the gear mechanism at A.
(3) For positions other than end scale., details are given in the
•
appropriate aircraft handbook. All adjustments involving
aircraft contros should be effected in conju{1ction with the
.
tradesmen concerned. (
o ti serv c ng of the transmitter should be confined to a(periodical

external examination for dam~eanliness and security l'lncluding
security of electrical connections. Particular attention should be given
to the locknut A (fig 1); if it has become loose and it is sus pected that
the positions of adjusters Band C have been altered, the transmitter
must be re-aligned)in accordance with the procedure detailed in the
foregoing paragra phs.
./
d:/;;~-·v,;"C;
321
~
~
~
IC
-1
;0
>
Z
~
-1
-1 IIODY
fTI II It I
;0
-0
>
;0
-1
!:( WIPER ARM
0
VI
~ rep/,"
>
Z
-1
r
fTI
0
as 7
S G ~OROI
Is:tOA
--!--------+-I---I~-------~
SUP P LY
INDICATOR
(Fig. 3) Theoretical circuit of transmitter with

ratiometer type indicator
"","'-~' _.'--.,' <'-, '.. ~_ ·r~__ ~, .,-. •. __ ._. ___ "_ .. _. _ ...... ~_' - - . ... _,~ __ ....... ...- __ ,_ . _____ .~~_ _
A. E. C. 8
SECTI9N 4: LESSON 3
.... -
INDUCTOR PRESSURE"TRANSMITTERS AND INDICATORS
CONTENTS
PAGE NO.
DESCRIPTION OF INDUCTOR PRESSURE TRANSMITTER 321

!
OPERATION 330
f
DIFFERENTIAL PRESSURE TRANSMITTER 330
A. C. RATIOMETER PRESSURE INDICATOR 332?
OPERATION 334
- ,
,
[.
y
325
A. E. C. 8
SECTION 4; LESSON 3
INDUCTOR PRESSURE TRANSMITTERS
LESSON OBJECTIVES
1 Explain the principle of construction and circuit operation

of a typical system
2 State how temperature compensation is calTied out
3 State the method of converting the pressure to be

measured.
4 State the uses for these measuring systems
5 Explain the reason for Shading Rings
6 State the reasons for the particular shape of the shaft &
disc assembly
7 Explain the effect of frequency and phase change, of supply

voltage to system
1. AlRCRAFT INSTRUMENTS BY E.H.J. PALLETT P.307 - P.310
r
It
326 y
• AC RATIOMETER
•
system pressure is monitored by a bellows system, attached to the bellows is a soft iron
armature. Around the armature two stator coils are arranged so that as the bellows expand
or contract, one armature pole will be inserted further into associated coil, whilst the
other pole will move further out of its coil.
The movement of the armature will affect the resistance (IMPEDANCE) of the coil windings,
inserting the armature into a coil will increase the resistance.
The stator coils in the transmitter are connected to two coils in the indicator, and these
coils are arranged around two cam shaped discs. The magnetic effect of a current passing
through these two coils tends to give a torque reaction to the discs. These are mounted
on a common shaft together with a painter. The magnetiC reactions of the two indicator
coils are arranged to oppose each other.
In the diagram if the bellows in the transmitter expands, the resistance of coil lA' will
be increased, while coil 'B' will decrease, so more current will flow through coil 'B' in
the indicator so causing the cam discs and pointer to move in a clockwise direction.
The rotation of the cam shaped discs at the indicator will insert more of the upper into its
coil and the lower cam will be removing from its coil. This allows the magnetic torque
reactions to balance, the pOinter will now indicate the new conditions in the system.
~'l.- _____
A.C. RATIOMETER
(\
~OFt IRON CORE (~;-~ ziI'.;iJ
POINTER ______
--~~--Z-::::::::----I ~4t~~; . : I
COILS I
I
I
I
A I
AC
SYSTEM
PRESSURE
~ Co r#~~#e;
TRANSMITTER INDICATOR
(C6'?/~r~;..~.f.~)
. ..-:"
LESSON 3
I NDUCTOR PRESS URE TRANS MITTERS
1 . DESCRIPTION
A. General
'"
The inductor pressure transmitter,~ a general view of which appears
in fig 1, is used in conjunction with an inductor pressure
indicator tO~~Vide remote indication of the engine fuel or 011
pressure :)An Indpctor differential pressure transmttter1s also
described"', being similar in princi~le and operation to an
inductor pressure transmitter, but{!taving provision for the
application of 8. reference pressure)
The transmitters are usually(flange mounted directly to the engine,:)

but base and foot mounted versions are also described. The
electrical wiring of the unit terminates in a connector at the side
of the trans mUter.
B. Deta11 (Refer to fig 2)
The inductor pressure transmitter consists of a body con'tain1ng

two main sub-assemblies; a base, bellows, and spindle
assembly, and a stator and housing assembly. ,...-"
The base, bellows and spindle assembly consists of a flexible

brass bellows soft soldered to a base at one end, and to a
centre spindle at the other end. Two armatures are located on
the centre spindle with their poles at 90 deg to each other. A
cup for locating a main spring is also attached to the centre
spindle.
The centre s pindl~ i~ ;earned between two guides sliding 1n two

guide bushes, (s ee" fig 3) the lower guide bush, located 1n the
base and bellows assembly I and the upper guide bush, located
in the stator housing. ~,,~
"\"
Fluid enters the bellows through a 4BA tapped hole 1n the base
assembly in the flange mounted type, and through a 1/8 in B.8. P.
nipple connection in the base and foot mounted types.
Note In some codes of pressure transmitters, the bellows are

fitted with a silicone rubber damping sleeve, to prevent
resonant vibration and possible failure due to fatigue.
327
---- /
..
(
ALUMINIUM (CAM
PROFILED) DISCS
MAGNETIC DAMPI NG ASSEMBLY f!'?'--Cu;.n!nr~~
(COPPER DISC & PERMANENT MAGNET) ;
C;/~ ~7 cr·~
C~ 7~~~ 7G; ~"e?#
r~y' C~/e.r. APPLIED

PRESSURE
W#
HAIRSPRING LAMINATED
SOFT IRON
P/,,11r;~=r~ CORES (~~m.. rK"''''-:;J
0/1' ~~
BELLOWS
RESTRAI NING SPRING
~ 26V 400Hz J7-'~
AC RATIOMETER INDICATOR&INDUCTOR PRESSURE TRANSMITTER..

Fig. 1 General vi~w of flange mounted
( . ~
inductor pre'~s sure transmitter
329
The stator and housing assembly consists of a stator housing
containing a stator assembly a clamping ring spring adjuster
I I I
upper guide bush, and overload stop screw. The housing 1s

clamped to the transmitter body by clamping plate secured' to
four clamping studs on the clamping ring. The stator is con-
structed so that the two stator windings are positioned at
90 deg to each other, angular adjus tment between the armature
and stators being made by rotating the stator housing within the
tra remi tter body.
A main spring seated between the inner face of the spring

adjuster and the spring cup controls the movement of the
bellows and spindle and I consequently, the armatures. The
maln spring is adjusted by rotation of the spring adjuster which
has six holes drilled in its outer face to permlt the us e of a peg
spanner. An overload stop for the bellows and spindle assembly
is provided by an overload stop screw threaded throilgh the upper
guide bush, and locked by a lockwasher and locknut.
I<' 2. OPERATION
Oil, fuel, or air pressure imparts a linear movement to an

;t/. /')/.I expanding bellows and spindle assembly. Movement of the two
anna tures mounted on the spindle varies the inductance of two
~?) stator windings supplied with_26V, 400 It.... The resultant
stator currents are trans m1tted to an a. c. ratiometer indicator
calibrated in units of pressure.
3. THE DIFFERENTIAL PRESSURE TRANSMITTER
rhe cons truction of the induc tor differential press ure trans mitter is
I
similar to the flange mounted inductor pressure transmitter, but, in

addition ,(the space in the body outside the bellows is supplied with
fluid at reference pressure through four holes drilled in the base
plate) The base plate is secured to the transmitter body by four
screws. irregularly spaced to prevent incorrect armature setting. The
base flange and body flange is sealed with a washer and jOinting
compound. The plug assembly is made from ceramic material and is
sealed with a gasket and jOinting compound to prevent loss of
reference pres sure.
330
• ~""I---IO
.A""6_.,;",,.K.h7 ~
r"",,, a..--." ~re.r
II ~-~-;.,- ~"';;r
r
t ..... fd,. ,t"......".

12
-ft~-~I20 K ... t"",.... "",,,,,,,,f;"d
C<"'h~r ,/'A,...,....:~
20
• END COVO.
1 OVEII. LOAO STO~ SCIlEW
" BE LLOWS P'lAU
I' GUI OE lUSH
1 LOCK·NUT 17 IELlOWS
4 $YNTH£nC ~UIIo. WASHo. II CENU,AL lOSS
. 1 ',""ING AOJUSn~
I' lASE I'LATE
• HOUSING l' ~AOI A l DUCTS
, CfNTIlE S!"tNOLE IEA~ l NG 11 ..COY
I GU IDE lUSH 11 .. ST ATO ~ LEAOS
, ALUt1INIUH CUI' U fEIl" UL E
II TWO A~HATU~ES 14 kUUEIl U"AUNG WASHU
II ALUMINIUH HOUSING lJ IkfEU f'lUG ASSEHllT
12 TWO STATOIlS l' CLAMI' ~ING
IJa STATOIl WINotNG _ J7 HAIN SI'IlING
IJ CINTlU SPINDLE ASSEHI LY 11 CLAHPlNG PLATE
14 C(NnE S"INOLI IEA_ING
Fig. 2 Sectional view of t r an.mltter

331
LESSON 3 (Contd) .
A.C. RATIOMETER PRESSURE INDICATORS
1. DESCRIPTION
A. General
The a. c. ratiometer pressure indicators are used in conjunction

with an inductor pressure transmitter of the appropriate range to
indicate air or 011 pressure. <Ehe indicators are energised from
26 V 400 cis sUPpI~and electrical connection is made via
terminal block or Cannon plug at the rear of the case depending
on the code of indicator. A change in pressure at the transmitter
causes a variation in the transmitter output and a corresponding
change in the reading on the indicator dial, which is calibrated
in pounds per square inch.
'.;
"I
B. Detail
A general view of an indicator is given in fig 3 and a sectioned

view in fig 4. The indicator consists essentially of a moving i
element with its associated lamination and bobbin assemblies, i
magnet assembly, capacitors and temperature compensating
bobbin resistor I which are carried on a frame formed by a front
plate and rear plate Joined by three pillars.
~ ~ ~
The moving element shown in ~, consists of\....two cam-shaped
discs and one circular disc each cemented to a tubular shaft
rotating in spring loaded jewels fitted to the front and rear plates ~
The front end of the shaft carries a counteIWeight assembly whiclT'
is used to balance the moving element, and the pointer spider,
which protrudes through the front plate and to which is cemented
the indicator pointer. The cam-shaped discs are so positioned on
the shaft as to allow the periphery of each to rotate in the air-gap
of its associated lamination and bobbin assembly. The circular
disc is mounted on the rear end of the shaft and is positioned to
lie between the poles of a magnet assembly which is fixed to the
rear plate. The ~ircul ar disc"thus(acts as a damp!n9 device i The
leakage field of the magnet is isolated by a screen to the frame
pillars and a rear screening plate fixed to the rear plate. The
design of the cam-shaped discs is such that when the element
rotates in a clockwise direction I viewed from the front of the
instrument, the effective radius of the front disc decreases in its
air-gap whilst that of the rear disc increases. A hairspring is
poSitioned at the front end of the shaft with its inner end soldered
to the pointer spider an,? its outer end fixed to a bracket mounted
on the front plate. (The spring'returns the pointer to an off-scale
position when the power supply is off) A hairspring shield fitted
332
• Fig. 3 General view of typical indicator
• INTEGRALLY LIT UNITS ONLY

/ MASK
, III
•
!lACI( WEDGE - ---CASE
(LIT TYP€)
•
LAMP UNIT
- -~--~
-INNER DIAL
OUTER DIAL
- FAOHT PlATt
HAIRSPf:IING
CAM SHAPED
DISCS
- - - CAMCJlOR
TOP FAll.ME
PfLLAR
MAGNET SCAEEN
CIRCUL4A
DISC
CANNON PLUG -
Fig. 4 Sectioned view of indicator (Cannon plug)

333
j
to the front plate prevents the hairspring from fouling the pointer
spider.
The two lamination and bobbin assemblies consist of rectangular

s tacks of s il1cone iron lamina tions linked through the cores of
bobbins. The section ,of each stack carrying the bobbin also has
an air-gap on each side of which are heavy copper shading rings.
Fig 6 ,shows one assembly.
2. OPERATION
When the indicator is connected to the transmitter and the supply I
the coils of the two lamination and bobbin assemblies in the

indicator and the two coils in the transmitter form a bridge circuit
as shown in fig 7. A variation in fluid pressure at the transmitter
causes a change in inductance of the two transmitter coils, the
inductance of one coil increasing and that of the other decreaSing.
Thus, the current decreases in one arm of the bridge and increases
in the other.
The current flowing in the coll of an indicator lamination and

bobbin assembly produces an alternating flux across the gap
between the poles of the laminations. A part of each pole is
shaded by a copper shading ring in which eddy currents are in-
duced by the main alternating flux. The interaction of these
currents and the main flux causes the magnetic flux between the
shaded portions of the poles to lag in phase behind the' flux
between the unshaded portions of the poles. There are therefore
two out-of-phase fluxes across the gap, both of which produce
eddy currents in the disc. The interaction of the fields produced
by these eddy currents with the two out-of-phase fluxes produces
a torque on the disc which tends to move it so as to reduce the
effective radius of the disc in the gap. As the effective radiuS
of the disc decreases, the impedance of the disc increases, thus
reducing the torque on the disc. Conversely if the disc moves in
I
such a direction as to increase its effective radius the impedance

I
of the disc decreases and the torque on the disc increa$es.
A change in fluid pressure causes an increase of current In one

coll and a decrease of current in the other. If the current
increases in coll A in fig 7 and decreases in coil B the torque
applied to the disc associated with co11 A is increased and the
disc is rotated so that its effective radius is decreased. Since
the indicator movement is designed so that the torques applied to
each of the cam-shaped discs are in opposition the disc associated
with coil B is rotated so that its effective radius is increased.
Thus the torque producing the rotation decreases while the OPPOSing
torque increases. When a balance is reached between the two
torques the pointer indicates the new pressure at the transmitter.
334
LAMINATION AND 80681N____.
/ ASSE"IIlIES ~_
CAM SHAPED
DISC
Fig. 5 Moving element and mag nets

80881N
-~.:t·-n
....
-,.....-.--~
L O,
," ,,' ~ .ii

•
• ,1"
Fi g. 6 Lamination and bobbin assembly
335
Changes in the phase displacement of the induced currents and
in the impedance of the discs brought about by an increase in
supply frequency, cause an increase in the ratio of the currents
in the bridge. The effect of thes e changes is reduced by the
capacitor connected across each coil. Temperature changes in
the lamination and bobbin assemblies also alter the ratio of the
currents in the bridge. ahe temperature compensating resistance
connected across the bridge has a large temperature coefficient
of resistance and thus compensates for temperature errors) ~.lJ
••
336
~~ =.If" .r~ ~ TEMPeRA.TURE I INDICATOR . ,
! ' -T-RANSMITTE-R" COMPENSATING
IOBBIN. I
t I
----------------------~~_4--~J
I f
I
L_._._.J
~--~I--------------~~
,
L
Fig. 7 INDUCTOR PRESSURE GAUGE CIRCUIT (/""7e C'C r)

A.E .. C .. 8
SECTION 4: LESSON 3
I· The sensing element in an Inductor Pressure transmitter is
a bourdon tube
f" b bellows
c capsules
2 A variation in pressure into the Inductor Pressure transmitter
• t:;,.
causes a change of
a
b
c
frequency in the stator co11s
inductance in the stator coils
resistance in the stator coils
3 The purpose of the hairspring in the Inductor Pressure gauge

is to
a pull the pointer off scale

b act as controlling force
c act as damping force
4 Damping in the Inductor Pressure gauge 15
a dashpot
b hairspring
c eddy-current
5 The purpose of the capacitors in the Inductor Pressure Gauge

is to provide
a power factor compensation

b temperature compensation
c frequency compensation
339
!
.,I
A.E.C.8
LESSON 3 (CONT)
6 The electrical supply to an inductor type pressure gauge system is
a 115v 400 C.P.S. single phase connected to the transmitter

b 26v 400 C. P. S. single phase connected to the indicator
c 26v 400 C. P.8. single phase connected across indicator
and trans mitter
7 The resultant stabil~d condition of the indicator pOinter in

an Induction 011 Pressure gauge, after a change in oil pres sure,
is obtained by varying the
a indicator moving co11 position in a magnetic field

b position of two lamination and bobbin assemblies in the
indicator
c effect!ve radii of the cams to match the change in
impedance.
340
E.P.R.
During take off the main engine parameter that the crew are interested in is
lx:M much power the eng.ines are delivering i.e. thrust, also during flight this
paraneter is irrportant to maintain the nost efficient fuel figures.
'lbrust can be neasured in several ways, the sirrplest first measures exhaust
unit or jet pipe pressure, and is then corrected for ambient conditions by
using charts.· The indications for this type of thrust measurenent will be
in PSI or % thrust.
A nm~ rrore accurate neasurarent ,of engine power is to find the ~gine pressure
ratio E.P. R. This j.s the1g-atio of exhaust unit pressure to the intake pressurei)
N.B. ~ient, ~4fi P7 this ratio will range from 1: 1 to approx 1.8: 1.
'!bis systen will work for a pure jet engme or a low bypass ratio engine i. e.
•
where the cold stream bypass air is mixed with the hot stream at the exhaust
t.mit~ 6xt(is of no use in a high bypass ratio engine where the hot and cold
streams do not mixj .
en a high bypass ratio engine nost of the thrust cx:mes from the cold stream,
about 70%, so an 4ntegrated engine pressure ratio "'system~., has to be
used. '!his will ~dd together the fan outlet pressure aI)d the exhaust unit
pressure and compare the two with the inlet pressure~~ PF + pa and again
will vary between approxinately 1: 1 & 1.8: 1. PI
--
'!he indication of EPR is nonna.l.ly shcMn on a gauge with a scale w:>rked fran
1 to 1.85 or thereabouts •
•
'
• : •
FAN COID STREAM

BYE PASS.
INTAKE
P8 EXHAUST UN 1'1'
liar STREAM ..
.. . --'..
~~. : PI
rAt<>.:..h..... 64J~-r;;,ept"";.,e,~/'We/e~~;"e./
INTRaXX.TIOO 'IO EPR
re&_ ,,~# " ,.,
. THRUST IIDICATOR - DBSCRIPTIOlf ARD OPERATIOB .
1. De scription - M,22Q9
. .
The Mechani . . Peroentap Thrust Indiaatar, M.2209, ia • oapaule operatea, lingle
turn pointer, ditferential. prelsure saup with an externally adjustable datum •.
(It.enae. :the 4ifferenae between Jet . pipe total. pressure and the ambient .
ablolpherio pre •• ure.) The resultant readins, expressed .1 a peroentaga,
Mina Nlate4 to ens!- thrust. .
-~------
~~/~A'-r/~,r./
'!'hruflt il!dicntor - U.2209

Pit;. 2
2. OJ)Oration - M.2209
The optimum take-otf thrust is determined by the ambient atmolBherio oondi~lona

and, by applying a oampensatini~ datwn shift to the instrument, (it i. p05tlible
to enaure that when the instrun18nt indicatos 1c::xJfo the optimum thrust is obtClinsd..
The appropriate dntum shirt is obtained tram • ohart relatin8 ambient condi~ion6
to ODe of 200 oode ntlnbera which oan be set on a three digit display;') L~a~~ in
the instrument dial, by depressing and rotntin8 Cl setting lalob. NO~i~l
rotation of the aettin8 knob drivel a lubber mark to any point on the aoOl~1t
Examples of the pressure/thrust relationship are given below:-
Sub Scale
----_.-
Setting 060 150 200
pz.,aaure p.a.i.
" Thrust
50 2.17 6.27 B~5;
60 4.28 8.38 10 .. 66
70 6.40 10.5 12,,78
80 8.51 12.61 14..89
90
100
. 10.62
12.74-
1,...7'
16.az..
17.01
19.12
110 14.65 18.95 21.2,
GO
77-32-22
tNGIK£ 'pPA/EIf
I AI/)'e'A"~(JAI
, .
, ..
POWER INDICATION
It is necessary for aircraft engines to be instrumented
for the power being developed to ensure power ratings are
not exceeded, thus keeping engine stressing due to load
and temperature to a minimum. This would conserve engine
life and assist in extending periods between overhaul.
. I
The instruments associateq with power indication for

various types of engine are as shown.
PISTON ENGINE
The power of a piston engine is directly related to R.P.M,
therefore a tachometer system also serves as a power
indicator.
If the engine is supercharged the power produced is
effected by other parameters, arid it is necessary to know
fuel flow, :boos~_J?!=-SS':l!~ and either torQ,e ~~.~~.~E~~s~U..~.~
or B.M.E.P (Brake Mean~L~fective Pressure.
F 7 • P 2
(~~ ~/dr"pve C;t{4,/rj
• • 1·
L
TURBOPROP ENGINE
As most of the propulsive force is produced by the
propellor, and only a small amount is derived from the jet
thrust, the engine output is normally indicated in R.P.M
and torqu~
The torque can be sensed and displayed on an indicator by
measurement of engine or gearbox oil pressure which is
proportional to engine torque.
The oil pressure transmitter is of Bourdon tube type,
• operating either a Desynn (Slab) or Synchro tramsitter

whose electrical signal will operate an indicator
calibrated in lbs/sq inch.
TURBOJET ENGINES
The instrumentation required depends upon the type of
engine.
A~entrifugal compressor engine~utput or thrust is
approximately proportional to_R.P.~ of engine, therefore
tachometer and temperature may be used to give indication
of power output.
~ ~
An axial compressor engine output is not proportional to
R.P.M so the output or thrust is established by measuring
exhaus~_~pre~.~YLe and then correcting result for ambient
conditions using charts. (Pressure and Temperature.) The
indicator is graduated in percentage of the maximum
thrust, or Ibs/sq inch.
Engine power
instruments
n·pe
. of engine
~ ~
Indicalor Piscon Turbojet

Turboprop
Unsuper- Super.. Centrifu~al AxWflow
charged charged compressor compressor
[ Tachometer (R./ti#?) X X X
I X
I X
Fuel flow
I X
I X
I X
~Ianifold pressure X
.'
)
Torque pressure
Exhaust gas temp (F: (!J..r.j

I X
I
X
I X
I
I
X
X
~
Pressure ratio (E~£) I X

or
Percentage thrust X
Synchro Torque Pressure Indicating System
t:::::::=c> =~ TO PRESSURE
~ INDUCED SIGNAL VOlTAG(
-.c> ~~ ERROR SIGNAL
2-STAGE
AMPUFlER
TOROUEMETER
PRESSURE·
2-PHASE MOTOR
"VtJ,tJ . sr-ool..
Lo-...J
P~c:~s..uC£
C~MpfE~So( .
•
\-\\GH
'PCe:s..sU(=
C.f.;)MPfe:tS or.
•
WING
PYLON
AIR INLET
...
HOT STREAM
/.~
A more accurate and fuel/power efficient method is to
measure the intake pressure and exhaust pressure, and from
these calculate the(pressure across the engin~, known as
the Engine Pressure Ratio (E.P.R).
~
NOTE: All engines must be operated within specified

limits of Temperature, R.P.M and ~urbine discharge
pressure or E.P.~.
Their performance requires the sensing of E.G.T (J.P.T),
R.P.M (NI, N2, N3), E.P.R and Fuel Flow.
-
!
AEC 8
SECTION .4
LESSON 4
TACHOMETER INDICATING SYSTEMS

(C'/'/:,/C- /,,:;r,///. .d:?~~/~/7~/?0
CONTENTS
•
PAGE
GENERAL 345
ENGINE SPEED GENERATOR 345
INDICATOR 345
OPERATION 3511
. CALIBRATION 351'
MAINTENANCE 352
FAULTS 353
"
343
y
AEC 8 SECTION 4
LESSON OBJECTIVES
On completion of this lesson the student will, on answering multichoice

ques tions, be able to
1. State typical systems that use engine speed.
2. Explain the basic operation of an engine speed generator.
3. Explain the basic operation of a tacho indicator.
4.
5.
6.
State the relationship between speed and frequency.
Explain how a tachometer is calibrated.
State three standard faults that occur with this type of system.
•
1 AIRCRAFT INSTRUMENTS BY E. H. J. PALLETT P. 252 - P. 260
344
y
.. )
• •
•
,?J/:.r~"/77~./-.--
:)~~~ ~t'~ z~
?/..,4t:~~
0.4~ft~~~~~~F~~~
. . . 2Jf;. ;;.f'?#t? r..-p.y
AEe 8 SECTION 4
TACHOMETER INDICATING SYSTEMS
1.1 GENERAL
*0t' #" ;'.?r;7r:-p..r~
Tachometer indicators(Provide an indication of engine mainshafts speeds
in revolutions per minute j The indicator operates in synchronism with a
three phase supply derived from an engine driven a. c. generator, at a
s peed directly proportional to the engine mainshaft speed. Electrical
conneCtion from the generator terminates at a terminal block or plug and
socket at the rear of the tachometer indicator.
1.2 ENGINE SPEED GENERATOR
The engine speed generator, (Figure 1) operates over a speed range of 0

to 5 000 revolutions per minute, and is used in conjunction with not more
than two tachometer indicators to provide remote indication of engine
speed. The generator (Figure 2) consists of a permanent magnet rotor
•
mounted inside of a three phase cylindrically wound stator .
(The permanent magnet rotor is connected through a drive shaft to the

aircraft engines compressor shaft via reduction gearing, normally !;4
reductiQ..~.liQ.1 in which case the generator runs at one quarter engine
speed:) In the case of a slower rotating piston engine the rotor may be
driven by a short length flexible drive shaft.
A three phase a. c. voltage will be induced in the stator windings when the
rotor is turned. The frequency of this voltage will be proportional to the
engine speed. When the output from the generator is fed to a synchronous
motor contained in an associated indicator the resulting motor magnetic
I
field will rotate at a speed proportional to the generator rotor speed.
1. 3 INDICATOR
The tachometer indicator, (Figure 3) consists of two main mechanisms, an

upper mechanism and a lower mechanism. The lower mechanism assembly
contains a three phase synchronous motor. The synchronous motor of the
indicator is coupled to a permanent magnet which runs within a copper alloy
drag cup or a disc type of drag element and a controlling spring.
Mounted on the drag element is the main handstaff and gear mechanism
(Figure 5) which drives a large and a small pointer to indicate hundreds and
thousands of revolutions per minute respectively. The synchronous motor
will be one of two types. It may be started either by the design of
hystereSis discs either side of a 'permanent magnet (Figure 4a) or by using
squirrel cage rotor bars (F igure 4b) .
345
General view of ~~nt'l' a tot KGA-0701
Figure 1
FRONT (1\10 8f.u..
DAIVE SHAFT _
•
lAMINAT t' O SPRING
C ut aw ~, y vi ew o f generator KGA-0701
346 Figurt- 2.
·/
I ~ ~ "" ' >K. Pl U i

"' !o.~ ...a."
Co.() PI. _rf.
. ~c,(o..$.."
e XPLODED VIF:W OF HYSTERESIS MOTOR

Figure 8...
347
I
t.4OUNTlNG - -.....
~Tt
IfIIC£R
•
WOT'OR---......
CAK
-
SCAfW
STATOR
'-"P MOTOR
CO/!A
FRONT KAAING IHIoot5 _ _ _ _-+--u::::::::::::::n I
fIAONT 8ALl. KARING - - - - -
I MTAINHG SCAEW - - - - -......1'
NnOR . .~~----------·
~A
•
MOTOIIt
COVtA
AOTOR----
I ROTOR RETAINING --~

NUT
MTAINHi---
SCAEW
l.QlOlNG WING
ADJUSTING SCAlW
lut"
EXPLODED VIEW OF SQUIRREL CAGE MOTOR

Fig. 4-h.
348
OIAL SCFtEWS ~___ --- _'I?
• HAt-()STAFF ASSEMBLY
DRUM ASS[MALY
MOTOR ASSEMBLY
'\ I,"
Exploded view of upper n1echanism

349
Fig.5
ft!~ ~/,7);'.H c?n /cX'//jI'e
... il'
Drag cup
Stationary outer
ring.
•
•
( Fig. 6)rACHOMETER INDICATING SYSTEM (SIMPUFIED)
350
AEC 8 SECTION 4
1. 4 OPERATION
Rotation of the generator rotor Figure 6 induces a three phase voltage in
* the stator windings I which is transmitted to the windings of the indicator

synchronous motor causing the rotor to revolve at a speed proportional to
the generator frequency I and therefore engine speed. The permanent
magnet of the drag mechanism is also rotated and induces eddy currents
in the ::rag cup or disc so causing a torque to the applied as the drag I
element rotates I ~t is restrained by the hairspring to a point where the

s pring controlling force and drag element deflecting torque are in
balance. The pOinters will therefore be positioned to indicate the engine
speed.
1. 5 CALIBRATION
(Generators are tested by runn..,~g them at a given speed and checking the
voltage output on a given loa~ (See figure 7)
STR~~5COPE ~_ _.......
.....- - -...
VARIABLE SPEED
MOTOR GEARBOX
!SO HZ FORI<
GENERATOR
UNDER
TEST o o
~
•
Fig. 7. GENERATOR TEST CIRCUIT
Generally therE~ are no adjustments on the generator I apart from
@emagnetiZing the permanent-magnet rotor to such a value to give the
correct output voltage)as specified in the~.
(The indicators are tested by connecting to a standard generator which is

then run at known speeds which are derived from a stroboscope or frequency
mete1see figure 8)
351
AEC 8 SECTION 4
VARIABLF ,>Pf I :)
C,~~OBO~l.UP£
D'se
--
r-----~ NEON TUBE:
M(,T-:J~ .;t AkAO~
5)HZ FORI<
o o
~ ______________ ~3
INDICATOR
UNDER TEST
~--------------~~2
-------~
,/, Fig.8 INDICATOR TEST CIRCUIT Issue1
~i,,::!':!:The tachometer is ca libra tecJA,y ad jus ting the deeth~.t n.!!..""rtion of the
1•.
/r~
.
A
--- drum in the air gap between \:he permanent magnet and its keeper ring;or,
by varying the air gapjn the case of the disc element) The tachometer
is compensated so that changes of temperature within specified limits
do not affect its accuracy. This is achieved(by makin<J the drag-cup
from a special copper-manganese aUgy, with a low terrperature coefficient,
and by fitting a disc of magnetic compensating material beneath the
permanent magnet)
L 6 MAINTENANCE OF THE SYSTEM
The following summary should serve as a guide to checks of a general

nature, precise details of the checks are given in the relevant Maintenance
Manuals and reference should always be made to such documents.
Checking of dial markings, counters and pointers fot legibility,

discolouration and flaking.
Smoothness of pointer movements during functional testing under engine

opera ting coodi 110ns .
When the engine is running at idling 5 peeds it maybe found that the
indicator pointers tend to fluctuate and read low, this is a normal indication
that the indicator motor is not yet synchronising with the generator output.
352
AEC 8 SECTION 4
As the engine s peed is increased the pointers should jump forward slightly
as the motor synchronises and registers the correct engine speed.
If the instrument pointers oscillate at speeds above synchronising speed,

it should be verified that the oscillations are in the permissible ranging
tolerance. If the oscillations are excessive all electrical connexions
should be checked for security, and if a flexible drive to the generator 1s
employed, oscillations may be due to insecure attachment of the outer
casing so permitting the drive to 'whip' slightly or 'binding' of the drive
due to lack of lubrication.
If the drive and electrical connexions have been eliminated, the pointer
oscillation is likely to be associated with the drag element coming into
contact with the rotating magnet. The indicator should therefore be
removed for testing and if oscillations persists, a new indicator should
be ins talled.
1.7 TYPICAL TACHOMETER FAULTS

~
SYMPTOM POSSIBLE CAUSE
A. Failure to indicate ( i) Genera tor not being

driven (Shear Pin)
@ Open circuit phase or

short circuit between
two phases once engine
is shut-down (If either
fault occurs whilst
engine is running,
normal operation will
continue until shutdown
occurs) .
B. Revers e rotation of Two phase connexions

indicator crossed.
C. Pointer oscillates (i) Failure to synchronise.
( ii) Binding magnet and drag

cup.
( iii) Faulty flexible drive if

fitted.
353(s)
HI TACIIO~IETER
1. General
•• •
The Nl indicating system has two pulse probes. one active and one not
connected,' to measure rotational speed of the shafts. The speed is
displayed in vercent rpm on the upper EICAS CRT in the flight
compa rtment.
z. Description
!J
Jhe shaft speed ~ulse probes, which are identical. for Nl and N7.! are
~lectTo-magnetic sensors designed to interact with the teeth of phonic
wheelS"and produce signals to accurately determine the rotational speed
of the appropriate shaft.) The phonic wheels are integral parts of the
LP compressor shaft and (he IP compressor front stub shaft. The probes
are mounted circumferentially inside the front bearing housing where
they align with the phonic wheel. .
3. Operation
l~hon the teeth of the phonic wheel· are in 11ne with the pole piecefl of
the pulse probe, a patla of relatively low reluctance is provided. CAS,
the phonic wheel rotates and the teeth are between the pole pieces, a
path of greater reluctance exists. The resulting flux change in the
magnetic circuit induces a voltage into the coil. producing a pulse at
the ou tpu t term i n~l s.)
~
he pulse frequency is equal to the rate at which the teeth pass the
pole pieces and is, therefore, directly proportional to the speed of
rotation of the compressor shaft phonic wheel.
The frequency is received by the EICAS computers and then displayed in
perc en t rpm i nth e up per E 1 CAS dis pIa y • The S h aft s pee d wi r i n g i 5 a 1 so
connected to the stands, engine indicator, to the engine vibration unit
for signal conditioning to be used in the airborne vibration monitoring
system and to the EEC.
577-12-802-01 23S0G
JUN 28 1982
30
TERMINAL N3 TACHGENERATOR
BLOCK N, AND HZ SPEED PICKUPS N3 laV MAX
-~YPI
0482 HZ
o.llU~ "I'M
N1
lOY MAX 10CWt· 10.611 RPM
1J.429OHZ
0.1,. RPM
3.900 RPM
ENG FRONT
BEARING HOUSING 10V MAX
C).7.100 HZ
o.11OJ. RPM
100%. 7.000 RPM
TACHGENERATOR
HIGH SPEED" /
EXTERNAV
GEARBOX
12 POLE MAGNET
SINGLE PHASE STATOR
PERMANENT
MAGNET
STAINLESS
STEEL SHAFT
~~/nD~l~=-I::;~ OPEN BALL
SHIM
RACES
CIRCLIP -.......:::r-t r"~~~,t;~;t.nnr.ah8ACK PLATE
FIBER GLASS BAND 7~~=

STANDARD
GENERATOR
DRIVE ASSEMBLY
STATOR
FIXING PAD AND ELECTRICAL ASSEMBLY
CONNEC r ION COMBINED
FIG.12.
ENGINE SHAFT SPEED COMPONENTS
- 34-
AEC 8 SECTION 4
LESSON 4 TACHOMETER INDICATING SYSTEMS
1. Tachometers are used to indicate the engine
a. compres sor shaft speed.

b. propellor speed.
c. compres sor s haft torque.
2. The output from the aircraft engine s peed generator is a

i' " : " . ( phase .,;:~. ~ supply.
~.
3. The engine s peed genera to'"'r ~ is excited by
a. ad. c. supplied rotor.

b. a permanent magnet rotor.
c. an a. c. supplied rotor.
4. The drive mechanism in the tachometer indicator is
a
------ motor.
5. An engine speed indicator measures the generator output
a. voltage.
b. current.
c. frequency.
6. The generator is tested after overhaul, by measuring the output
a. voltage.
b. current.
c. frequency.
Overhaul adjustments to the generator to correct for faulty output

is by the rotor.
355
Ci
8. The indicators are tested by comparing with a
a. master tacho indicator.

b. stroboscope.
c. val ve voltmeter.
9. Adjustments to the tacho indicator is by varying
a. strength of the electro-magnetic field.

b. depth of ins ertion of the drag element.
c. strength of hairspring.
10. Fluctuations of the indicator pointers may be apparent at

______ speed and is not a fault
t
11. Fluctuations of the indicator pointer may be due to
a. ins ecure attachment of the outer ca sing of the flexible

drive.
b. a weak magnet.
c. the indicator motor running too fas t. ,
;'
I
4 I!
12. . . cross connected leads on an englne speed generator 1///
r
I
!
a have no effect
b reverse reading
c have zero reading
13. The frequency for a Tacho tester is established by a
a tu n1ng fork
b 400 Hz supply
c standard cell
14 An R . P • M. indicator movement is a
a synchronous motor driving a drag cup assembly

b frequency meter
c millia mmeter
356
A.E.C.8
SECTION 8: LESSON 4a
SYNCHROSCOPES
CONTENTS
PAGE NO.
DESCRIPTION 361
OPERATION 361i
TESTING
359
y
A.E.C. 8
SECTION 4: LESSON 4 \
LESSON OBJECTIVES
1 State typical systems that use synchroscopes
2 Explain the basic operation of a sychroscope system as

fitted to a modern aircraft
3 Explain the function of the master tachometer generator
4 State the relationship between the master tachometer

generator & the synchroscope.
5 Interpret the two forms of dial presentation.
6 State the various type of tests that can be carried out &
typical results expected.
1. AIRCRAFT INSTRUMENTS BY E. H. J. PALLETT P.260 - P.263
360 y
SYNCHROSCOPES
DESCRIPTION
GENERAL
Synchroscopes are designed for use in multi-engine aircraft~o indicate

the degree of synchronism existing between the speed of one engine,
designated ~~~~~:, and the remaining engine or engines)
Each engine other than the master is associa ted with a complete
s ynchros cope unit hous ed wi thin the ins trument. The unit cons is t5 bas ically
of a three-phase star-wound stator and a rotor of similar type which
aetua tes a double-ended pointer on the ins trument dial.
A typical arrangement is shown in(Fig. ~here in each case the stator is

energised by a three-phase tachometer generator driven by the
• associated engine, and the rotor by a similar generator driven by the

mas ter engine, (In this case No.1) . The output frequency of each
tachometer genera tor being proportional to the s peed of the engine driving
it. The function of the synchroscope unit i560 compare the speed of the
mas ter engine and the associated enginesby comparing the output
frequencies of their respective tachometer generators.) These tachometer
generators are normally the same generators which sU'Pply the engine
speed indicators, though the parallel interconnections are not shown in
Fig. 9.
Fig.. 10 shows a typical four-engine synchroscope which thus includes

three units arranged symmetrically about the axis of the instrument. Dial
markings indicate the associated engine numbers and the directions of
pointer rotation which denote whether an engine is rotating more slowly
• or more quickly than the master.
Fig. 11 shows a typical two-engine synchrosocope which includes a single
•
unit with a single central pointer. Dial markings indicate the direction
of pointer rotation which denote whether it is necessary to increase or
decrease the speed of the associated engine in order to bring it into
synchronism with the master.
OPERATION
The rotor of each synchrosocope unit is connected electrically to the three-

phase tachometer generator on the master engine; the stator is Similarly
connected to the tachometer genera tor on the engine associated wi th the
unit.
~ rota ting magnetic field is induced in the ~ windings a t a frequency
proportional to the speed of the rnasJeL.Jmgjne. Similarly a rotating
I
magnetic field is induced in the.~ y~~oL windings a t a frequency proportional

to the 5 peed of the as sQcia ted engine..!) Both fields rota te clockwis e the
I
instrument being viewed from the front, and inter-act when both rotor
and stator are continuously energised by their respective generators. 361
..
~{,
' " j'
'...".
Il'
E! ~~
---r--.-.-.-.~..
I TIICHOIw1£TER
G£Nf:RATOR
Schematic diagram of four-engine

synchrosco~
0'~igure ~
Four-engine synchroscope Two-engine synchroscope

Figure 10 l"igurc 11
362
COVER PLATE
SYNCHRO~OP( UNIT
RETAINING 50CMw
I
/
/--- ~
I
PLUG -
!
····r~
SINGLE CAPACITOR AND

BRACKET ASSEMBLY
',,--
ROTOR . -/ ~
~~ ....... -.
SYNCHAO~COPE
UNIT
~/
/
RETAINING
RING
GLA!>S SE ...LlNG
GASKET
GLASS
... j
I "RO...,T
..~) 8E~ING
HANOSTAFF
SCREW
• 8AVSH COVER
REAR
ENO
BELL BRUSH
ASSEMBLIES I
I
COVER
SCREW
ROTOR
STATOR FRONT ENO
8f.ll
FRONT BEARING
Sec·tioned view of four-engine synchroscope

Fi P:Ul'C 12
363
When the difference in speed between the master and associated engine is
brought within specified limits /magnetic interaction causes the rotor to
rotate at a speed equal to this difference) The direction of rotation is
clockwise or counter-clockwise accordingly as the s peed of the associated
engine is greater or less than that of the master. When the engines are
synchronised the difference in genera tor output frequencies is nil and the
pOinter remains sta tionary .
(
The inter~retatim of the pointer indication as in Fig .10, is therefore as follows:
~ ~ .
Irregular or oscillating movement: Difference in speed beyond the

indica Hng limits of the ins trument .
Regular QQJJnter-clockwJ~.~ rotation: Engine slower than the mas ter.( If

error indicating~
EnainA.~tffi thpn the master. (If
-error in ica ng) .
Pointer _~_tQJionary: Engines '§ynchronised.
The dial presentation of the synchroscope can be utilised in two ways.

One is to indicate an error 1. e .. the pointer indicating 'SLOW' means that
engine's speed is slower than the master.. The other is as a correction
demand indication i.e. the pointer indicator 'SLOW' means that engine's
speed must be reduced to gain synchronisation. The same instruments
can be wired to be used in either way and this is decided by the phase
sequence of the aircraft wiring as in the wiring diagram manual. ~ :
When functional checking following the change of a unit it is essential to

move the throttles and check that the s ens e of indica tion is correct for the
type of aircraft concerned .
TESTING
Tachometers genera tors and s ynchros copes are all normally tes ted us Ing
I
the dual tachometer tester, which can give two drive outputs a t various
accurately controlled speeds.f1;fl; .rs IE .
The instruments and enerator€re first checked electrically for correct

resistance values.. ~ ~re connected to the tester and the
voltage output ch ckec;,or connected to a master instrument and checked
against the testers speed~ _ € r e connected to a master
generator which is attached to the tester and the indicator reading checked ~ ..
against the testers speeds.) ~(are connected to two master
t.
,!".
generators which are a ttac6ed to the tester. The generators are driven at 1
, ,
various speeds and synchronisation should normally be indicated when
the two genera tors a re wi thin ~-&. m)
364
A.E.C.8
SECTION 4: LESSON 4a
1 An R. P • M. indicator movement is a
a synchronous motor driving a drag cup assembly

b frequency meter
c milliammeter
2 Engine synchronisation is indicated on a synchroscope

when the pOinters
a rotate clockwise
b totate anti -clockwise
c are at rest
3 A four. engine synchroscope consists of
a one rotor and 3 stators

b 3 rotors and one stator
c 3 rotors and 3 stators
~ ,
(.
\
4 An engine synchroscope indicates
a the degree of synchronism between anyone engine and

a master
b individual engine R. P • M.
c the difference between master and slave engine
speeds in Revs. per min.
5 An engine synchroscope operates by comparision of tachometer

A. C. generator
a voltages
b currents
c frequencies
367[$)
A.E.C.8
SECTION 4: LESSON 5
TEMPERATURE MEASUREMENT
CONTENTS
PAGE NO.
TEMPERATURE 373
TEMPERATURE CONVERSION 373
• TEMPERATURE GAUGE
TEMPERATURE BULB
375
375
A TYPICAL CIRCUIT 375
SELF APPRAISAL QUESTIONS 379 ~.
L
!
i.
L
371
y
-
~, .
A. E. C. 8
SECTION 4: LESSON 5
TEMPERATURE MEASUREMENT
LESSON OBJECTIVES
1 Define the general terms used i. e. Temperature Heat etc
2 State the effect of temperature on various forms of matter
3 Convert from one temperature scale to another ie Co to F 0
4 State how length varies, wi th change of temperature.
5 Explain the relationship between electro-motive force

and temperature
6 State the principle of operation the construction & certification

of mercury in 91as s thermometers.
7 Identify between a temperature gauge designed for a platinum

bulb & one for a nickel bulb.
8 Describe the construction of a Temperature Bulb
9 State the resitance of platinum & nickel temperature bulbs at

ambient temperature (20 0 C)
10 Explain effect ~f temperature on res~ance of leads
11 Describe how errors due to temperature changes are minimised

In the temperature bulb system.
12 State the two typical faults that are experienced with the t
temperature bulb system. .~
i
.
13 State the various type of tests that can be carried out &
typical results expected.
1. AIRCRAFT INSTRUMENTS BY E. H.J. PALLETT P.265 - P.268:

P.276 - P.284
372 y
mR TEMPeRATURE
A BASIC PARAMETER IS USED TO MONITOR DATA
MEASUREMENT.
_THE TEMPERATURE IS MOST IDEAL IN AIR UNDER PURE STATIC CONDITIONS AND AT VARIOUS
FlIGHT LEVELS KNOWN AS S.A.T. (STATIC AIR TEMP) (IDEAL TEMP).
NOT POSSIBLE AS MEASUREMENT AFFECTED BY ~IRCRAFT MOVEMENT THROUGH AIR.

« n
DEFINITION: E~-&;~f;~Jir~ IS THE MEASURE 0\ THE ~ IN A GAS OR LIQUI~ AND
THEREFORE/IF THE GAS OR LIQUID IS STATIG~AR~THE ENERGY AVAILABLE IS EQUAL TO TEMP.
If GAS OR LIQUID IS MOVIN~PART OF THE ENERGY IS IN THE FORM OF HEAT AND THE
REMAINING ENERGY IS VELOCITY.
THEREFORE THE TOTAL TEMPERATURE OF A MOVING GAS OR LIQUID IS THE STATIC TEMPERATURE.
411JUS THE TEMPERATURE RISE DUE TO RAM EffECT WHICH CAN BE MEASUREED BY A PROBE WHICH
~rops A SMALL PROPORTION OF THE GAS OR LIQUID IN A PIP) CHANGING VELOCITY TO HEAT
ENERGY.
r
> MOVEMENT OF THE AIRCRAFT AFFECTS THE MEASUREMENT OF TEMPERATURE ~ AS ~_
~ .
~ Of AIR (TEMPERATURE RIS~INCREASE PRESSURE;' DUE TO INCREASE IN AIR
' .
SPEED.
THE BOUNDARY LAYER AROUND THE AIRCRAFT IS COMPRESSED AND GIVES INCREASED PRESSURE .n~
INCREASED TEMPERATURE. ALTHOUGH BELOW 0.2 MAC~ TEMPERATURE IS VERY CLOSE TO S.A.T'l
FRICTION AT HIGH SPEEDS ALSO RAISES TEMPERATURE (KINETIC HEATING).
~
PALLET PAGE 270
1IItEREFORE A fLUSH fORfi Gf SENSOR (PROBE) IS AffECTED BY ADIABETIC COMPRESSION AND
~ FRICTION AND S~NSES R.A.T. (RAM AIR TEMP). IT IS CORRECTED TO S.A.T. EITHER BY
'-CORRECTION CHARTS " OR

,,-AIR DATA Cor'"jPUTER."
AT HIGHER MACH NUMBERS T·~E TEMPERATURE IS SENSED BY A STAGNATION PROBE (ROSEMOUNT

TYPE).ThIS GIVES T.fl.T. (TOTAL AIR TEMP) flUi~CORh[CTt..DII. IN Tr'IS TYPE Of PROBE THE AIR
IS BROUGHT TO REST ldT~IQUT P.DDITION OR RE~10VAL OF H[,4TiTrEREFORE NO RAM RISE(KINETIC
HEAT~8UT AIR HAS A T:::i':PERATURE RISE DUE TO ADIABATIC HEATING IJiHICH IS CORRECTED
fOR S.A.T. BY A.D.C.

O.A.T (OUTSIDE AIR TEMP) FOR HELICOPTERS IS THE SAME AS S.A.T.
NOTE: T.O.A.T. (TOTAL ~UT5IDE AIR TEMP) IS THE SAME AS T.A.T.
BOTH TYPES Of PROBE HAVE A PLATINUM RESISTANCE WIRE.

LESSON 5
TEMPERATURE
--
thermometer: -
~~
is the(j'degree of hotness of a body""
as measured by a
.,~
Heat: - is the amount of heat energy a body contains, 1. e. its masS. x
~
temperature.
Change of Temperature will cause:-
i. a chang e of pres sure

H. a change of length
11i. a change of volume
Iv. a change of electrical res is tance
v. a change of saturated vaPOr pressure
1-
vi. a production of thermo-emf. F·
The above changes can be used to measure temperature. f'
Thermometer Scale: - as in Fig. 1

4
~ Point or Ice Point:- Pure ice melting subject to an
absol ute pre-s;u-; of 29.9211 of mercury .J'''
¢
}!p~r Iix~Point or Steam Point: - Pure distilled water boiling, subject
-toanaos61ute~s sure of ~9 .92 II of mercury ~",
TEMPERATURE CONVERSION
1-
Example 1. To change 25°C to Or, J or =(oC x t)+ 32.(
o 9 0
F = 25 x -S- = 45 + 32 = 77 F.
!"1
Example 2. To change 25°C to °A or 'K, 1~ = 'e: r 2131

25 + 273 = 29SOA.
Example 3. To c h ange'77°F to:J
°c the =tO\-F _3""\
-0 x, ~I
:1 .
o
C = 77 - 32 = 45 x"95 = 25 0 c.
Co-efficient of Linear Expansion == Change of Length
Original Length x Change in Temperature.
1. e. Example:-
Co-efficient of Linear ExpanSion of Invar is O. 000001

Co-efficient of Linear Expansion of Brass Is 0.000019
373
I
L"
r~( ,
~ ,
i:
f:
UPPER
FIXED
POINT
~
LOWER
FIXED
POINT
~
FAHRENHEIT ~'Gl ABSOLUTE

OR
CELSIUS KELVIN
Fig 1 TEMPEIATU"E SCALES
,
)-
"
,-
Therefore, if the bar in fig 2 (a) I was subject to "X" degrees change in
temperature, then the Brass will expand 'more than the Invar a's in
.0.....---- ______ !~<!~Jl?L-- ----------,,--------- - -, - ------.----_ ..
INVAR INVAR ;:
BRASS BRASS
(0) COLD (b)HEATED ",
"
,',
FlO ....
~ BIMETALLIC STRIP
~.
374
..
TEMPERATURE GAUGE
DESCRIPTION
The gauge operates on the..ratiometer principle (fee /j;P.

,f'")
Two differently disposed moving coils are pivoted in permanent and
unequal magnetic fields.
r,.~//C.?" :/)
lit';1
A cons~~y-u~~~t is applied to une ot the coils, whilst the current applied
to the ~e~ona c01l is varied by a resistance bulb. The resultant movement
will be proportional to the!2!!2. of the currents in the two coils.
Temperature gauges are used in conjunction with either platinum or nickel

resistance bulbs. A gauge for use with a platinum resistance bulb will
be marked. "P.T. LAW" on the rear of the instrument. Those for use with
nickel resistance bulbs have no marking on the rear of the instrument or
may be marked "NICKEL LAW".
••• DESCRIPTION
TEMPERATURE BULB
A resistance bulb consists of a helically wound platinum or nickel wire

carried on an anodized aluminim former. Variation of temperature in the
vicinity of the bulb increases and decreases the resistance value of the
wire, thus varying the current passing through the coil, in the instrument,
connected to it. The resistance bulb is enveloped by a stainless steel
tube. Platinum and nickel have positive reSistance/temperature
co-efficients and the bulb resistance will increase with an increase in
tern pera ture .
Thus an~pen circuited bulb will give a maximum temperature indicatiO~

and a shorted bulb a minimal temperature indication.
Electrical connections are made via a two-pin plug and socket.
A TYPICAL CIRCUIT
r;eej'-?--cj
Fig. 4 a shows a ratiometer movement and calibrating resistors which
with the d. c. supply terminals, are located in the indicator. TheQ-esistance
bulb senses Air, Fuel or Oil temperature)
Fig. 4 b reminds us that the leads interconnecting the indicator and bulb
have a small inherent resistance depending upon their length and these i·
resistances must also change with any change in temperature. Wired as I:·
in Figs. 48 and b, these lead resistances are both in series with the bulb
and with one co11 of the indicator. Errors would be introduced into the
system.
•
f
!
I
375
~. .. j'
Indicator dial
(FIG. VTYPICAL DIAL PRESENTATIONS FOR O.A. T .

·(OUtSIDE AIR TEMPERATURE) GAUGER
1'JiULE 1
Teoperature/resistance equivalents (oC) rur nickel elements
0 .)
~emp. C Res. ohQS TeLilp. °c Res. Ohms Temp_ e Rese ohr:ls
~o 65.88 0 90.00 6c 118.~

~50 69.60 94.44- 70 12.3.60 I!
1-4U
~30
73.41+
77.40
dt=
30
20 _~. ___ ...____.. 9.9.~
103.68
80
90
128.88
134.28
.
~20 81.48 40 108.48 100 139.80

~10 85.68 50 113.40 110 145.44-
120 151.20
r
" "
~.
., .
Tef.1perature/resistnnce e1luivalents COB) for niokel elements , .

F
rrenp. OF Res. .hr:t3 Taop. OF Res. uhr.ls Temp. OF Res. ohms ~

,,<-
L~
30
32
40
87.1
5j.5
90 • .,
91.9
50
60
70
Be
94.4
96.9
99.5
102.1
9U
100
110
120
104.7
107.4
110.0
112.8
- !
l·', .:
\
T~BLE ,
rfeuperc.ture/resistance equivc.lents (oc) for piatinum elements.
~emp. °c Res. oOOs Temp. °c Res. oluas Tel:lp. uC Rea. ohels I

..
~.
~
f-6o 98.83 -20 119.68 140:2D.*
~50 104.f!'7 -10 124.85 30 145.37
~40 109.29 0 130.00 40 150.46
~30 114.49 18 135.14 50 155.54
376
COIL
CAlIBRATIN'
RESISTOR' CAlIBF\ATIHG
RESISTOR
RESISTOR / ~ ~/#~~&
IN THERMOMETER - ~~ "1< et-"/p' ~ "~ '..
BULB Oil. 2 !6 .. ~/e) ,1O'd ~~:- --- ~ ~~ ?-..
" ·FIG4a...
. FIG. 4b.
~/~~$:-
FIG.4c.. ~ ~ ;'zf-
~-~'-
Theoretical circuits showing method of(overcoming effect of change in resistance of leads du~hangc
in temperatur~ .
Fig. 4 c shows that by connecting one pole of the d.c. power supply to a
point near the bulb, the resistance of one of the two connecting leads is
placed In series with each coil In the Indicator and any change in lead
resistance Is thus comPE!nsated. This pole connection is nowadays
usually an earth (negative) and the third (supply) c able shown In Fig . 4 c
is not required, the earth terminal (shown dotted) then being situated
within 2 a feet from the bulb.
-* *NOTE;
o
At 20 e, the resistance of nicke l and platinum resistance
bulbs are approximately -
Nickel .J.Q.Q. ohms

Platinum
-
140 ohms
as shown In Tables 1 and 3.

•
SMALLER GAP: Gr.aler Flu.
Density
N s
SOFT IRON CORE
•
I
I
I
20.D.C. FIXED
+
RESISTANCE
I I
SIMPLIFIED D.C. RATIOMETER
378 ~tF)
'.~~
~.
RATIOtmTEll DmrCATORS (cont t d)

. I,
Shaft
•• )
PermanenT
mogne.tic. f;eJd.~~A ~;,.~
-'"-_/~~
J#
Iron core
Temp.
Bulb D.C.
+
•• Ol=»ERATION
It the variable resistance increases, the current through the lett hand
coil will decrease. The R.H. coil will now be dominant and will be driven
downwards into a larger a.ir gap.
into & smal.ler air sap.
The Ie ft hand coil will be carried up"ard~
The smaller the gap, the greater the~ffect of the
permanent magnet field on the coil assembly, and viC9 versa. ,When the effect
or tho stronger coil moving into a weaker ~1eld 15 balanced by the weaker coil
moving into a stronger field no further movement will take place~ A weak
spring is fitted. to move the pointer oft the scale at the low-rea'dlIlB end if
power fails. (rhi~ type or instrument is-widely used for air, oil and fuel
tez:tp meMyrem~!1i, wi th a resistance bulb as the variable resistance; for
.A2-U_1;_1~ut indicatj on, when the flaps qperate a slider arm over a resi5tance,
or for pressure measurement when a. bellows operated variable re~istance i~
uaed;) --- ------ ." . -
A.E.C.8
SECTION 4: LESSON 5
SELF APPRAISAL QUESTIONS j.
1 If an electrical thermometer Is marked P. T. LAW it should

be used with
a a nickel element bulb because it has a higher value

of resistance than a platinum element at the same "
temperature
b a platinum element bulb because it has a pigher
resistance than a nickel element at the same .
temperature.
•
c either a platinum or nickel element bulb because they
have the same resistance/temperature equivalents. rII'
i
,.
;.
2 The temperature of boiling water at standard pressure on the

Farenheit and C8MI!f=aEie scales is
aA:-'~
a 180 0 and 100 0 respectively
b 100 0 and 32 0 respectively
c 212 0 and 100 0 respectively
3 A stagnation type outside air temperature bulb in flight

will have a reading
a above outside air temperature

b below outside air temperature
c of true outside air temperature
4 To convert degrees Fahrenheit to degrees CelSius ,. I) )

the formula to use is
a (OF - 32) x 5/9

b 5/9 x (32 + OF)
c (oF x 9/5) + 32
379
A.E.C. 8
LESSON 5 (CONT)
5 With a decrease In temperature a bi-metalic strip will

. "
bend toward s the
a Brass on the outside of the curve

b Bra ss on the inside of the curve
c Invar on the inside of the curve
6 In an electrical thermometer the pOinter Is returned off

scale by
a spring loaded wiper arm electro-magnetically

controlled
b hair spring
c weak magnet
"~., '
!, .
7 The pointer on a ratiometer type instrument temperature

gauge Is stationary when
a the two coils are in fields of equal -I:

r
strengths
r
b
c
equal currents are fl;:)wing in the two colls
the torque exerted by the two coils Is equal
e
8 In a ratiometer temperature system to decrease the effects
of temperature on lead reSistance i·
~ . .
a earth return lead connected as near to bulb as

possible
b negative coefficient reSistance fitted
c positive and negative leads taken direct to
instrument
380
A.E.C.8
LESSON 5 (CONT)
--- 9 The coefficient of linear expansion of a material is calculated

by
a Original length x Change in temperatw-e

New Length
• b Change In length
Original length x Change in temperature
c Original length
Change in length x Change in temperatw-e
• 10 A ratiometer is unaffected by
(,
t'
\
i..
a large variations of supply voltage

b voltages between 19v and 29v
c voltages between Ov and 19v
11 A direct readiD1 011 temperature gauge is tested for

serviceabillty by
a inserting a test thermometer in the 011 and comparing

its reading with the temperature gauge
b measuring the ambient temperature and comparing
it with the temperature gauge
C inserting the temperature bulb in an oil bath with
a test thermometer and checking the readings on
the temperature gauge
12 The purpose of the chromium ca se around an O.A. T. bulb is

to
a reflect the sun's rays

b absorb the temperature
c protect the probe
381(~)
G
A. E. C. 8
SECTION 4: LESS ON 6
EXHAUST GAS THERMOMETER
CONTENTS
PAGE NO.
387
PURPOSE
381'
PRINCIPLE
• INDICATOR
TEMPERATURE COMPENSATION
387
387
387
THERMO-COUPLES
EXTENSION LEADS 387
387
COMPENSATING LEADS
387
TRIMMER RESISTOR
390
INDENTIFICATION OF LEADS
392
TESTING
385
y
I
.j
A.E.C.8
SECTION 4: LESSON 6
EXHAUST - GAS THERMOMETERS
LESSON OBJECTIVES
The student will, on answering mu1tichoice questions, be able to:-
1 State electrical principle for measurement of jet engine gas

temperature.
2 State the difference between a Cold junction & a Hot

I I I I
•
junction~
3 State material used for the construction of

a Thermocouples
b Extension Leads
c Compensating Leads.
4 Discuss the use of the Trimmer resistor.
5 Identify the two leads of dis -similar metals.
6 State in detail the procedure for the installation of a EGT

indicator using a Bryans Test Set.
7 State the checks that can be carried out in situ on the

thermocouple circuit.
1. AIRCRAFT INSTRUMENTS BY E.H.J. PALLETT P. 284 - P. 294
386 y
EXHAUST - GAS THERMOMETER (See also C .A. I. P.
AI/IO-3)
Purpose: - To measure the jet engine exhaust gas tern
.~:- If two dissimilar metals are joined together at each end

and one end is heated an e. m. f. is generated
I
in the circuIt proportional to the DIFFERENCE in

temperature BETWEEN the two ends. If the circuit is
opened at one end, termed the ';;old en~nd a millivolt-
meter is ins ert~ then the valu e of the e. m. f. can be
measured. The millivoltmeter may be calibrated in
degrees of temperature.
.---.-------
Indica tor: - (MillivOltmeter Moving COIY
Temperature
~ .. -.-
Cold jun ction: Change in temperature of the cold
------------
Compensation: - junction (1. e. at the back of the Indicator) is corrected
by:
a) a bi -metal helix controlling the moving coil control

hairspring.
b) Res is tance compens a tien is corrected by two methods:
i. a resistor of negative temperature coefficient

it. a thermo -magnetic shunt.
+V'e -vt..-
Thermo-couples: - Made of chromel-alumel, two types.
~
#" ~
a) Stagnation type: pure jet for high velocity gases
b) # Rapid response."type: propeller turbine engines.
o 0
In a 0-800 C or I, 000 C system thermocouples are
~onnected in paralle.0
Extension Leads: - ITade of thex!ame materials as the thermocouples),
,~ their resistance must be maintained accurately ?o'the
value of the aircraft system.
,~ns.ating
leads: -
'--- Made from a material with approximately the ~ame
thermo-electric properties as the thermocouples.
@sed to maintain circuit resistance values correct
when large distances separate indicator and thermocouple)
Leads J.Ilus t not be cul, extra lengths to be coiled end
cleated.
Trimmer Resistor: - (W-ire-wound bobbin resistor connected in series with

.~ the positive conductor of the,extension lead)
Resistance of circuit can be adjusted by unwinding the
wi re till required resistance value is obtained and
surplus wire is cut off. This resistor is of Eurika (copper-
, 8".'
nickel alloy) if in the negative lead or manganin· (cop.per-
manganese alloy if in the positive lead. . a'
'NSUL..A"O~ _ . -- SHffA-r,..,.
~TAG"JAT/ON -ryP~
INSUL,A.TOJe.
--I"'~-----
COUPt-E
RAPI]) R£SPONSE TYPE
Fig. 1 TYPES OF THERMO-COUPLE PROBES
388
• I
i
I,
, .
NICKEL ALUMINIUM WIRE
1I~b1~.;'" NICKEL CHROMIUM WIRE
SILICONE FILLEI'.
INSULATING
SLE~Ve
GLASS SEAL
-tie
'OST.MOD. lt2
•i ~
-e
i
I~
Ii
! '
, r
• I
., ' /I
Thermocouple details
.389
Fig. 2.
Table J 1.1 ThermocoupJe Combinations
Croup Appliclltioll
·c
PolitilJe wire (colllilluou.)
Copper(Cu) Constantan (Ni., 40%;

----~. CU.6~)
R(r/ Cylinder-head temperature
measurement
IrOD (Fe) Constantan (Ni. "0$;
850
Cu.6K)
Base metal
Exhaust-gas temperature
measurement
Rare metal Platinum (Pt) Rhodium-platinum (Rh.13$;

Pi. 87%) 1.400 Not utilized in aircraft tempera-
tur~indicatina system.
Cr. chromium; Ni., nickel; AI, aluminium; Si. silicon; Mn. manganese
.. ",~.
/./~:;:.:~./,/1'"
.
"', ...... '
/
THERMOCOUPLES
, ,. -- ...
-
•
I
•
•,• •
,•
••,
TRIMMING MAIN J B
RESISTOR
I'
.' .
,,
I
•\
••• •
••. •
•
•
,
-
• '- ... •
FIG. 3 SIMPLIFIED SYSTEM CIRCUIT
.-. -, -- - --- - -. -.. ,

"-
•
.......
AIACAAFT LEADS
#/v""e/ ••.
C&f?,-I?d .It.
S.Il.
11_ Ina........ nic ............... . . .
Il~ Inaul.tlM - ...... clr....... ....
Short reach thertMc:.....
Lit L.,. ....h .............
",
Pyrometry wiring diagram

Fig 4
3-91
• Dial P".'.ntation
.
:ril"•• 5
. - - - - -- - - - .. - - - - - -- - - - - - - -. - - - - -- - ------ --,
~d..r4rn"~ . .
.~..."",,~~ c;:ca- m ------ --- -- ~ -- ----- --- -m;_
01
.,4~.-?e/
1hIIC~""l»\
THERMOCOUPLE
(IndicatoT)
Circuit Diagra1T\.
Figura 6 .
393
TESTING
Typical Test Specification using Bryans Tester. (See Fig. 7)
INSTALL INDICATOR
1. Fit Indicator to panel. Tighten bolts evenly.

2. Disconnect shorting link from indicator and connect to thermocouple
cables, Chromel to positive (RED spot· - ident on indicator) .
f" ~
3. Set cursor to the temperature in maintenance manual.
-,,~
ZERO ADJUSTMENT (Fig 5)
1.
. 2.
Place master thermometer (mercury in glass type) in cockpit adjacent
to indicator and wait 15 minutes .
0
On -40 to IOOOoe scale of BrYans tester.
Set reading obtained from thermometer in operation I by adjusting
•
zero screw (7) on tester.
3. Set potentiometer controls COARSE/MEDIUM/FINE to minimum.
4. Select °c on scale selector (4) on tester.
5. Select position G for 25.n.range (G}on tester.
6. Remove link strip from terminals 8 and 9 on tester and disconnect
indicator connections. Using low resistance leads provided connect
indicator to tester terminals 8 and 9.
7. Operate MEDIUM and FINE potentiometer controls on tester to make
test meter read temperature given in maintenance manual.
8. Adjus t aircraft indicator using s peclal key to read the figure set on
tester in operation 7 •
NOTE: (a) Full calibration af indicator is not called for.

(b) At stations where no test set is available carry out
an engine run and check for 'Normal Readings'. Tech
log to be endorsed - Carried forward action to not
later than next check 1.
Meanwhile engines are NOT to be tuned to an unzeroed
indicator.
(c) If calibration check is required note that zero tolerance
on indicator is at the figure set and checked at operations
0
7 and 8 ab8ve. increasing either side to ± 40 at
100 and 1000 .
(d)
---
Ohmic value of thermocouple circuit is normally 25(2
± 0 ·15Q.
394
''4-.~ .. #
.
-~/? t:4/~
~
C
r-----~;;;2Ji~~2lv>.-!O~e------------ - - - · ----- ....
®
+ DE<illU C •
..... v. AND OW'"
ruuwrroN
e. ...TT.. ~y(L'1>
,s ,
/
SIoI'TCH)
+®
(II)
-. 1 VOLT
.... , -9
UNC;E
Bryan. Ther~omet.r Tester
• ,
1
I
A.E.C.B
SECTION 4: LESSON 6
1 What type of instrument is the exhaust gas thermocouple

temperature gauge
a A milli voltmeter
b A mill! -ammeter
c A ratiometer d. c •
2 Thermocouples are connected in parallel to
a increase the overall resistance of the circuit

b obtain a higher thermocouple output voltage
c measure a mean value of gas temperature
3 Thermo-couple plug and socket connections must be
a soldered to the pins

b crimped or brazed
c made by pins of the same material
4 A bimetalllc helix is fitted to the hair spring anchorage

on a thermocouple type thermometer indicata to compensate
for
a temperature changes at the cold junction

b temperature changes at the hot junction
!
c changes of electrical resistance with changes !.
of temperature
397
A.E.C. 8
LESSON 6 (CONT)
5 In a T.G.T. system 'the cables
a carry very high volts

b are calibrated and should not be shortened
c are very high resistance
6 To eliminate increa se in temperature due to velocity

of gas in a thermocouple system
a depends on circuit design

b probes have small holes and stagnation
chambers
c rapid response probles are used
V ~t!. c"/e /:,/~c.a~;-)

7 Alteration of the screw in the front of a Pyrometry
instrument will
~
a adjust the hairspring tension

b adj ust the internal resistance
c adj ust the scale
8 Coler coding for copper thermocouple is
a yellow
b blue
(J c red
9 Maximum temperature for chromel/alumel thermocouple
a 600°C
b 900°C
0
c 1100 C
398
A. E. C. 8
SECTION 8: LESSON 4
ENGINE VIBRATION
CONTENTS
,
PAGE NO
DESCRIPTION AND OPERATION 223 ;

.: ,
. .
.
221
y
A.E.C.8
SECTION 8: LESSON 4
ENGINE VIBRATION
LESSON OBJECTIVES
The student will, on answering multichoice questions, be able to:
1 Identify the component parts at block level of a typical

Engine Vibration system.
•
2 State the inputs and outputs of the system
3 State the principle of operation of the system
4 Describe the construction and operating principles of

the transducer.
5 State why low frequency response is filtered out
6 Recall the testing procedure for the system
1• AIRCRAFT INSTRUMENTS BY E • H. J. PALLETT P.351 - P. 353
222 .y
LESSON 4
ENGINE VIBRATION INDICATING SYSTEMS (~~. t·~ /" J'~tV

These systems provide continuous indication of vibration conditions
normally existing when turbine engines are running and of any sudden
I
variations in amplitude which provide an early warning of defects in

the internal rotating parts and bearings, permitting corrective action to
be taken before extensive damage occurs.
i ,
A system consists of an engine mounted pick-up unit which, in a typical
application contains a(sPring-supported magnet and inductor £Q!L
assembly, an amplifier and an 1ndicat0On0unted on the appropriate
. instrument panel. The scale of the inaicator is graduated in units of
fixed relative amplitude. A test push switch permits a function check on
the complete system. The power supply required for system operation is
l!.5 volts single phase, 400 c/s.
When an engine is running and electrical power is applied to the system,

vibration causes relative motion between the magnet and coil and signal
voltages are induced in the coil which are proportional to the velocity of
vibration. These signals are applied to the amplifier where they are
processed and fed to the indicator moving coil (milliammeter) causing
displacement of the pointer to positions indicating corresponding values of
relative vibration amplitudes. The upper half of the indicator scale (5 to
10) 1s normally amber.
The purpose of the test switch is to check the continuity of the complete
circuit. Operation of the switch connects a standard test signal,
genera ted in the indicator - amplifier, to the pick - up uni"yand if the
circuit is fault free, the test signal produces a standard value of vibration
amplitude on the indicator. (say 6 to 8 units).
• Figure I shows typical units employed in the system, the pick - ups being
mounted on the engine casing.
Figure 2 shows the cons truction and principle of operation of the pick - up
transducer units.
AMPLIFIER UNIT (II')
"- "-..
] .
:'. ' .
.• .
'.
.:-.:-/
r.
f
./
.,
:", r
, , ~.I·*J
I"'
,I.
I' •
, .,.::';:
I,, ,• ,'.' /'~
,oP.
"
® ~
Nos I AND 2 PICK UP UNITS I
© PANEL R I
TEST
SWITCHES
-~~
(
)
-- ©;. .~g "---
VIBRATION INDICATOR (7)
--
® CENTRE INSTRUMENT PANEL I

Turbine Vibration Indication System
Figure 1
224
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SlOP POLE SPRING HOUSING
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225
DB
• ________ ~ ______ ~ ___ ~ __________ .. ~ _ _ _ ... 1iIIIIIIIIo..
,,
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,,
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•
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••• ••,
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L-----~-- __ ----~-- __ ----~~ __ --------_r--~----~FREO.Hz
~
.0 50 100 .150 2 0
.. ........--HIOH--~.....
LOW----..!I-+- MED
7
1 2 Il'
~----------~ORMAl----------...--...~--~
~o
211
Filter band pass limits at the 3db down points:
NORMAL 40 - 217 Hz
L,/. J:A::}
LOW .' MEO. ~~.
\ / . .
NO.R~~_ HIGJi
LOW 40 - 79 Hz
~ #~
MEDIUM 79 - 122 Hz'-
HIGH 138 - 217 Hz

FILTER SELECTOR
• I
When the rotary switch is placed in the NORM position, the output of a broadband;
filter 15 selected,. and...a.ll.VM indicators display average broadband vibrations of
the res pectlve eng ines • When the rotary switch is placed in th~ LOW pOSition, !
the VM indicators display vibration emanating from the LP section of each eng ine.
When the rotary switch is placed in the MED position, the VM indicators display
vibration emanating from the intermediate-pressure' (IP) section of each engine.
When the switch is placed in the HIGH posItion, the VM indicators display vibration
O<?currin~ in the' HP section of each engine •. The filter ~electCX' swItch also presets
the seU -test syste m to the proper test signal a mpl1tude and frequency. ..
VIBRATION FILT.ER -RESPONSE -DIAGRAM

A.E. C. 8
SECTION 8: LESSON 3
ELUOTT'S FUEL FLOW
CONTENTS
PAGE No.
GENERAL INTRODUCTION TO THE TRANSMITTER 209
DESCRIPTION OF THE TRANSMITTER 209
• OPERATION OF THE TRANSMITTER
GENERAL INTRODUCTION TO THE INDICATOR
DESCRIPTION OF THE INDICATOR

211
213
213
AMPLIFIER
216
216
DIAL PRESENTATION
TESTING 216
287
y
A.E. C. 8
SECTION 8: LESSON 3
ELUOTT'S FUEL FLOW
LESSON OBJECTIVES
2 Describe the function of the by-pass valve fitted in the

trans mitter .
4
Explain how viscous damping is provided
State the relationship between the magnet ring bar magnet

& the signal transmitted.
•
5 Explain relationship between velocity and tachogenerator
velocity.
6 State the factors governing the pointer indications
7 State function of temperature compensating magnetic shunt
8 Explain the form of dial presentation
9 Explain purpose of reset switch.
1. AIRCRAFT INSTRUMENTS BY E.H.J. PALLETT P.326 - P.328
208
v
GENERAL
The Elliott fuel flow transmitter is(fitted to the fuel filter;> and is used to
sense the fuel flow to produce an electrical signal which has the required
information contained within the output. The unit is(designed to transmit
accurately irrespective of fuel type, fuel temperature and ambient
conditions)
DESCRIPTION (Fig. 1)
The fuel flowmeter transmitter consists of an approximately cylindrical

casting having two ports for fuel set tangentially so that the(inl et and
•
outlet ports are adjacent to each other) The casting houses an insert
which is machined on its outer surface to fit the transmitter body. The
7
internal surface is of such a shape, that(when the"'vane moves on the
I centrally pivoted shaft, radially around theiflow chamberfonned by the
" 'I ins ert, the outer edge of the vane and the wall of the chamber fonn a flow
";\ oritic, whose area increases with the angU18r movement of the vane as fuel
~ "\ consumption increases") The shaft is supported at each end by a bearing
'I
~ 'housed in non-sealing end plates. (Rotation of the vane is controlled by
• i f ~
a linearly... calibrated spiral control spring. At a given rate of fuel flow,
,~: therefore, the angle of the vane will increase from the 'zero flow condition
~ i until the torque, due to the pressure drop across the orifice, is equal to
~ ; that exerted by the control spring. The orifice area design, in
i
~ conjunction with the Hring rate and .1nit1al torque under zero flow
~; conditions is related to the ~~as well as to the~
~ "\ ~om~n~~. Attached to the main shaft is a ring magnet which transmits
i
~ ~ the vane movement through a fuel-tight partition formed in the transmitter
.~ bOdy) .
• ) On the opposite side of the fuel-tight partition is poSitioned a/bar magnet'

. ~ <Yvhose magnetic field interacts with that of the ring magnet.
~ magnet is attached to the preciSion (potentiometer shaft~and both are
~ housed in the electrical compartment formed w1thin the body of the
The bar
~ I transmitter so that the potentiometer is completely protected from fuel

~ I contamination. Movement of the shaft is transmitted to the
; potentiometer through the magnetic CQuplin..s which dis'penses with the
1 necessity for rotating seals between the fuel and the electrical
"lliOffiPartments . After calibratio~ the electrical compartment is

evacuated and filled with a lubricating fluid, "which also prevents arcing
before being sealed.)
~. /-
A by-pass valve(9pens at a predetermined pressure drop and gives a Ifail
safe condition in the event of a fuel chamber blockag~and permits the
l
fuel to by-pass the metering orifice and flow unimpeded to the high
pres sure fuel pump.
r ~
(~lSQ..o.JJ~mping is provided by means of a paddle moving in a sealed
chamber filled with static fuel) The damping chamber is machined into 2US
/
•
OIl1'te1: .-
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•
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CQt\M&st nllfJ>Wtl. S-(Atit. fda.
fUll TIGHT 'ARTITION
VANE
fLOW CH,."'... .--=. . .
tv· I'A.SS VALVE
INLIT
HOUNTING fACE TO fUEL FILTO

OUTLIT
Fuel nowmete r t anem itte r

/:
( LOCa- zL 7(Fig .~;?e fo..-e
1
210
.2
the underside of a dished cover at one end of the flow chamber. The
"paddle'is attached to one end of the vane shaft andQicts as a counter-
balance for the flow chamber vane) the assembly being accurately
balanced during manufacture.
OPERATION
r -' I" ~
Fuel from the fuel filter passes through the metering chamber and
imptnges upon a~ane'which is restrained by the~ontrol SPring~ With fuel
passing through the chambe the vane attains a position where the pressure
7
'exerted by the flow of fuel 15 equal to that of the control s pring tens ion.
The metering chamber 1s designed s::> that the vane displacement is linearly
proportioned to th~flow rate / A'magnet ring'ts attached to the end of the
V<;lne ~haft, and a bar magnet to the potentiQmeterdrlv.e, so that the
potentiometer 15 magnetically coupled with the vane shaft and therefore
turns with the vane. By this arrangement a voltage signal that is ~
proportional to the rate of fuel flow is obtained from the 'Potentiometer. This
signal is transmitted to the fuel flow'1ndicatof.
211
~
POWER
AIRC RAFT • • 1
SUPPLY i SUPPLY
SECTION
.
;L _ _ _ _ _ _ _ - ,
L£~END
r:. SI(;NAL
- - - - SUPPLY
Ct .. ,. B MECHANICAL
OVTLET . RIIIG FIXED

"'''GNET RESISTOR
TRAN SMITT£R
) )
• •
FUEL FLOW ~ - DESCRIPTION AND OPERATI<?N
GENERAL (re/.' 7-..7/7' ~

The Elliott combined amplifier and indicator(cal1brated in kg/hr, or
calibrated in lb/hr) is housed in a hermetically sealed 3.25 in. diameter
flangeless case measuring approximately 9 in. long including the electrical
connector. The instrument case (Fig. 3) contains the following sub-
. assemblies which are described later; amplifier, gear train, magnet and
drag disc, dial and pointer digital counter. The(accuracy of the
I
indicator is basically governed by that of the tachOgenerato~
Capacitance of the interconnecting cables has an effect. on the indicator
•
accuracy and the unit is sensitive to frequency changes although variations
in frequency within + 5 per cent and in voltage within ±.IO per cent are
pennis sible. Two trimming potentiometers are provided to enable the
flowmeter indicator to be set accurately in scale and linearity under
con trolled conditions.
DESCRIPTION
A. DRAG DISC ASSEMBLY (Fig •. 4) If). 2)

(~e r/NH?h71P'~.,"".~/t) /
The drag disc assembly is driven by the tachogenerator through a gear
train. The drag disc assembly is made up of an aluminium eddy-current
disc suspended in an air gap between two sets of magnets. The disc 1s
mounted on. a shaft which is supported in jewelled bearings and carries the
pointer and hairs pring centre collar. When the assembly is running, the
rotating field cuts the disc which 1s a conductor, thus setting up torque-
producing currents which tend to make the disc rotate. The torque generated
.'-' is proportional to the rotational speed of the magnet and also to the field
strength. However, the disc 1s restrained by a linearly calibrated
spiral hairspring, so that for any magnet speed the drag disc will deflect
through an angle proportional to that speed. The s peed of the magnet
rotation is governed by the speed of the tachogenerator, this in turn be~ng
controlled by the rate of fuel flow through the trans mitter . Thus, as the
fuel flow varies so does the rotational angle of movement imparted to the·
eddy-current disc. The pointer carried by the shaft to which the eddy-
current disc is attached turns with the disc and indicates rate of fuel flow.
The pointer indication 1s proportional to the magnet speed, that is the
effective flow rate on a linearly calibrated dial, so long as the field
strength of the magnetic assembly remains constant. To ensure this, the
permanent magnets are stabilized during manufacture and a temperature-
compensating magnetic shunt 1s incorporated to ensure that no variation in
the torque occurs with changes 1n temperature. The outer end of the hair-
spring is attached to an adjustment plate which enables the pointer zero
to be varied during calibration procedure. The pointer is adjusted in scale
by adjusting the air gap in which the drag disc runs.
213
1 CASE 2 MN;H£ T I DRAG DISC 3 GEAR TRAIN
ASSEheLY
5 COU':TER ASSEMILY • MOTOR TACHO-G£NEAATOA

YG 37"7/0~
(rig. V FUEL FLOW INDICATOR ASSEMBLY
W' 35
P"'NTIEO '... AOjD
•
1 3 B , 3 B •
Magnets
----==----
Tlmpt:rotu~
Hair Sprin<)
VG 3748 /0104
(rl9. ~ FUEL FLOW RATE MECHANISM

, B. AMPLIFIER
The amplifier 1s a conventional four-stage silicon transistor unit consisting

of two single preamplifier stages and a driver stage followed by a direct
coupled push-pull output stage. The amplifier input signal is fed through
a summation network, one element of which is fed by the signal from the
transmitter and the other by a signal from the tachogenerator. Q-he output
from the amplifier drives an induction motor geared to a precis ion
tachogenerator, the output voltage of which is proportional to its speed.
This voltage is in anti-phase to the output voltage of the flowmeter
transmitter)
•
C. DIAL PRESENTATION
The dial presentation is standard white on black giving flow rate

information.
At the lower centre of the dial 1s an aperture to accommodate the fuel

consumed. decimal drum counter with a range of 0 to 9999 kg or 0 to
99999 lb. A remote:x mounted reset switch enables the fuel consumed
indicator to be~eset to zero (§y running the motor in the reverse direction at
high s pe~d) ,
D. TESTING
A functional check of the amplifier can be made in situ without the

necessity of an engine run, by means of the portable test set connected LO
the test socket of the amplifier.
(rhe test set is in effect a substitute tran~itter which can be selected to

s imula te a range of flow rat~) ,.
(1) Remove the amplifier test socket protective cap.

(2) Connect the test set with the flow rate selected at 200
k ilog ra ms per ho ur •
(3) Switch on the electrical power supply.
(4) (Check indica tor readings wi th the tests et s elected a t each flow
rate)from 200 kilograms per hour to 1400 kilograms per hour and
back to 200 kilograms per hour.
(5) Indicator reading should be within ±. 3U kilograms per hour of
the selected flow rate.
NOTE: These figures may be exceeded vThen the indicator is cold. A

period of 15 rr.inutes operation is required for final accuracy.
(6) Press the reset !Jutton and €heck the resetting operation of the
1ndicator-countp:r)Which should zero within 30 seconds.
215
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//
•
A.E.e. 8.
SECTION 8: LESSON 3
1 In a fuel flow transmitter there 1s
• a no external adjustment permItted on the

aircraft
b external adjustment for maximum flow rate
c external adjustment for minimum flOY{ rate
G
A.E. C. 8
SECTION 8: LESSON 2
SMITH'S FUEL CONTENTS
CONTENTS
PAGE No.
OPERATION 191
TESTING 201
• SELF APPRAISAL QUESTIONS 203
189
v
A. E. C. 8
SECTION 8: LESSON 2
SMITH'S FUEL CONTENT
LESSON OBJECTIVES
The student will, on answering multichoice questions I be able to:-
1 State the basic equation relating to a wheatstone Bridge
2 State the equation relating to a basic capacitance bridge
3 Describe the relationship between voltage or capacitance

& the adjustment of the bridge network
4 State if voltage or capacitance is used in the adjustment

of the bridge network.
5 Explain the operational reason for Capacitor COin the

bridge network.

of the Smiths Fuel Contents indicating system.
7 Describe the relationship of the motor with the indicator

& indicator & the bridge network
8 State the meaning of a characterised tank unit
9 State the function of the two variable resistors which

are connected across one arm of the transformer secondary
10 Describe how in the event of an amplifier failure that the

indicating pOinter is positioned below zero.
1. AIRCRAFT INSTRUMENTS BY E. H.I. PALLETT P. 316 - P. 326
190
y
LESSON.2
FUEL GAUGES (SMITHS GAUGE)
OPERATION
In a bridge such as that in Fig. 1, it can be shown that:-
Cl = C3 =.ID.
C2 C4 E2
Thus if C2 were varied to unbalanoe the bridge, re-balance could be

achieved by adjustment of either Cl, C3 or El. An unbalanced' bridge,
then, can be adjusted either by Capacitor or Voltage adjus tment. It is
voltage adjustment that is used to re-balance the bridge of a compensated
fuel gauge.
Di the fuel gauge the fixed ratio arms of the bridge are formed by the
secondary of a transformer. (Ct (Fig. 2 ) represents a"tank unitJan(RVl
is driven by the output from the detector to re-balance the bridge by
voltage adjustment after any fuel level change affects c9 The~auge
indicator"pointer alsc(ffioves withRVy
The tank unit can be considered as two condensers, one comprising the
capacitance of the unit when the tank is empty (air di-electric), and the
other being due to the capacity of the condenser with a fuel di -electric.
~t is desirable to have El at or near zero with the tank emptj), and to
achieve this, Ct must be balanced by a means other than·by RVI and C1.
(et capacitance due to its air dielectric is cancelled by co) (Fig. 3) which
')S connected to the upper half of the bridge. i .. e .. C t cannot be made
~ but its effect upon balance can be cancelled.
191
/
#ya~ $-C;/ ~..e/..&~ A£~-?,,~~~j~.
.: ~~ car #?~-
------1
c, '
s
E2.
------
C2. J
FIG. I BASIC CAPACITANCE BIIDGE
~/~?ez~~Jz'
s ...
~ c.', ' .. lct'"
Ez.
tANtI. UNIT tAPlClTutt
ocAe-~/r rpe:;,
e
I . _____
FIG.2 IMPEDANCE 8~IDGE APPLIED TO FUEL GAUGING
Co
s ct Co COMPENSATE!. FOil TM£ EMPTY tAr.c.I1ANt£ orct,.
FIG.3
IMPEDANCE 8RIDGE
192 BASIC FUEL GAUGING BRIDGES

\,,\~
;(~, SMITHS FUEL CONTENTS INDICATING SYSTEM
The Smiths Type 4 fuel contents indicating systems (Fig.4) are based on
electrical capacitance measureq by a transformer ratio-arm bridge. The
magnitude of the capacitance is a function of the amount of fuel in the
tanks. Measu{ement of fuel quantity 1s presented in terms of pointer
movement on an indicator scale.
The indicator measures the change in capacitance of several parallel

connected electrical capacitors with a change in fuel quantity. The
electrical capacitors or tank units (represented by CT) located in a fuel
tank have a capacitance which varies with the dielectric and therefore
the depth of immers ion in fuel.
The varying capacitance of the tank units, due to changes in fuel quantity,
is fed via coaxial cables to the null or balance point of the bridge, and
thus forms the variable arm of the bridge network.
The ratio arms of the bridge are formed by a centre tapped secondary
winding of transformer (TR) the empty balance arm capacitor(CE) and the
feedback or rebalance arm by the combination of the rebalance potentio-
meter (RB/P) and capacitor (Uf) . (As the fuel quantity varies, a small
voltage develops at the null point (junction of the variable I empty
balance and feedback arms), the phase of the voltage being dependent
upon whether the fuel quantity is increasing or decreasing; the small
voltage is fed to the input of a high-gam transistor amplifier. Output of
the amplifier is fed to the control winding (GW) of theJtndica~or motor~
(MOT), causing the motor and associated gearing to rotate in the direction
necessary to restorethe balance of the bridge and, simultaneously,
repoSition the ihdicator POinter)
Bridge balance is restored by the motor gear train driving the indicator
pointer, also driving the wiper arm of the rebalance Potentiometer {RB/P.}
which is connected acros s one arm of the trans fonner secondary winding and
so varying the volt. developed Oil the .potentiometer wiper and fed, via
the feedback capacitor' (Cf), to the null point of the bridge. With the bridge
balanced, there is no output from the amplifier, the indicator motor ceases
rotation, and the associated pointer indicates fuel quantity present.
The two variable res is tors (E and F), connected acros s a portion of one arm
of the trans former secondary I provide a means of aligning the indica tor
pointer with empty and, full positions for tank contents empty and full
res pectively .
I
I Resistor (Rfs) and capaCitor (Cf~, connected between the voltage side of
the motor reference winding (RW) and the control winding (CW) , form a fail
safe circuit which in the event of an amplifier fallure drives the indicator
I
pointer counter clockwise to a. poSition below zero.

:
193
~ ~/" //J"tY ~dJ /72
~ ~#" ~~--- .
:v
j2
~~~ .-.e....-='<'~------ <!~r/ ~
~£- ~-e/~~
~ ~,4e;g'_/~~~d(,k/~CCT)
*
f} ~~~~F~~~(~_~C'~'
FIG. 4 SMITHS TYPE 4 FUEL CONTENTS
194
I "
(j)
U1
• •
r·_·-·-·-·-·---·-·-·-·-·-·-·-·-·_Oj r~7(;·)-·-·-·-·-·:-1
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._._._._._._.
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OLI ~
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, " I AMPLIFIER.!
• -- - -
coI -- INDtCATOR
1-._._._._.- - ...- - •. _.- - _._._._.-..1
tu !:lEe'
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~.
(T"e/ -v'J --'~!!5:~~~t:~~~)

' . . . \ to.
,i_*# SMITHS FUEL CONTENTS INDICATING SYSTEM
The Smiths Type 4 fuel contents indicating systems (Fig .4) are based on
electrical capacitance measurecl by a transformer ratio-arm bridge. The
magnitude of the capacitance is a function of the amount of fuel in the
tanks. Measurement of fuel quantity is presented in terms of pointer
movement on an indicator scale.
The indicator measures the change in capacitance of several parallel

connected electrical capacitors with a change in fuel quantity. The
electrical capacitors or tank units (represented by CT) located in a fuel
tank have a capacitance which varies with the dielectric and therefore
the depth of immers ion in fuel.
The varying capacitance of the tank units, due to changes in fuel quantity,
is fed via coaxial cables to the null or balance point of the bridge, and
thus forms the variable arm of the bridge network.
The ratio arms of the bridge are formed by a centre tapped secondary
winding of trans former (TR) the empty balance arm capacitor(CE) and the
feedback or rebalance arm by the combination of the rebalance potentio-
meter (RB/p) and capacitor (Of) . (As the fuel quantity varies, a small
voltage develops at the null point (junction of the variable I empty
balance and feedback arms), the phase of the voltage being dependent
upon whether the fuel quantity is increasing or decreasing; the small
voltage is fed to the input of a high-gain transistor amplifier. Output of
the amplifier is fed to the control winding (CW) of the41ndica~or motor"
(MOT), causing the motor and associated gearing to rotate in the direction
necessary to restore the balance of the bridge and, simultaneously,
reposition the indicator POinter,)
Bridge balance is restored by the motor gear train driving the indicator
pointer, also driving the wiper arm of the rebalance Potentiometer (RB/p.)
which is connected across one arm of the transformer secondary winding and
so varying the vol~ developed OR the ,potentiometer wiper and fed, via
the feedback capacitor' (Cf), to the null point of the bridge. With the bridge
balanced, there is no output from the amplifier, the indicator motor ceases
rotation, and the associated pointer indicates fuel quantity present.
The two variable resis tors (E and F), connected acros s a portion of one arm
of the trans former secondary, provide a means of aligning the indica tor
pointer with empty and, full positions for tank contents empty and full
respectively.
Resistor (Rfs) and capacitor (Cf~, connected between the voltage side of
the motor reference winding (RW) and the control winding (CW) I form a fail
safe circuit which in the event of an amplifier fallure, drives the indicator
.
pointer counter clockwise to a poSition below zero.
;
193
r:-·-·-·-·-·-·--·-·-·l·
,. ~~ j
-<AI ~~,-r E) I~
I
. ,/~
~/ TR J ~ i!
~~:I
-e
I
•
:~~~I ~/ 2 ~~
i 8 I j
· . r~! -
~
~ /~-
I
C~f
AMPLfrIER/ .' I-
INDICA(TOR
._._. ___ ...-J
FIG. 4 SMITHS TYPE 4 FUEL CONTENTS
194
CAfftGt1i~e ~£ft~{ANtE. ~x~
I. l~ filE Of'PO~t1iON -ro ~RENf FIl*J OffERED BY ~ttS
C.M'ftU<A-alff of A ot-tUrf. (Ot'PoSl1iON • ((£s""-AalC.e.)
FDtttlh.ft Xl." t OHMS. (2il-l'MI~ '-·28)
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2. ~,~ CdN!&E AN~ J)~aM~G.e UJl(tE.--rS A~

MU;MES.1'" 1M" -(4tt: .s1"Af1" OF Eftat c.YU£, 11' ftlC 'mIlS
• 1itr""et"'E COtlE~ biau. '''(tEAsE ""'' E
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IF
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LAtEs! " - Ht&f4 It • - 11*1 tt.
{(e. FOEL S'Is.-(Eft\~

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• l. IHdef6£ C - M~ r~EL- M,&"e~ K. ::
:bEckAse Xc. ... wdeAsE Ca)Ue-'~ - \l1'Mat ~'t1'.
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-lbwe:~ ~EM>'eJ&.
6 1
•
Tubular Tank Units
'Tubular tank mits provide a nore accurate· "

systan of fuel measurements over that of the
float arm system. They are not subject to
fuel rcovement due to aircraft attitude change.
Tubular tank units (capacitors) rreasure the

capacitance of the fuel relative ·to aix'.
As the aircraft takeS ori fuel and the engines
burn it off, the capacitance of the tank mit
will rreasure the capitance change, measuring
fran full to enpty.
The capacitance of a capacitor is dependent

upon the area of the plates of the capacitor,
the dielectic oontent of the air or the fuel,
and the. distance between the plates fonning
the dielectric of the capacitor.
The capacitanoa of the tank units will be
proportiatal to the anount of fuel in the
tanks~ the dielectric constant of fuel as
<:X:IIpared to air is 2 to 1.
Dielectric
Permitivity of the dielectric is how it will behave between the plates of the
capacitor in the tank. Relative penn.itivity or dielectric ocnstant of air =
1.00059; aviation kerosene = 2.10 nearly double that of air. Fuel is measured
relative to air.
.. capacitance
'!he capacitance of the tank unit is small am is measured in Pioo Farads

(lpf = lO-l2F) a~l tank of fuel will have a higher capacitance than that
of an arpty fuel tank.
195
BELT TYPE TANK UNITS
Tank Unit Capacitors
r..Belt Type~ Tank Units are

(threaded into bag tanks)
r /
Bag Tanks areCused where an
aircraft has thin Wi~S and no
space for metal tanks. They
behave exactly the s me as the
tubular tank units in that
they measure the capacitance
change relative to fuel change.
REFERENCE UNIT
SUPPORT RING Compensating Capacitor for
Specific Gravity
~/.
COAXIAL
The compensator capacitor is
CONNECTORS CWounted low down on the tank
unit always totally immersed
in fuel to measure any change
in ~pecific gravity and
CONNECTOR temperature, therefore
BRACKET measuring the density change
The compensator is connected
in the opposite arm of the
fuel bridge to the tank units
As the tank unit reacts to
CROSS PINS specific gravity or
temperature change the
compensator will act in
TANK UNIT _ - - - - J ( 1 r ' opposition,maintaining the
balance in the system)
REFERENCE
UNIT SPECIFIC GRAVITY
~pecific gravity~iS the (ratio
of the weight of a substance
IDENT PLATE --_--+__-'--- at a given temperature to the
weight of an equal volume of
water at its temperaturE9, of
maximum density (4 C).TEis is
expressed as (1.00) Therefore
the total number of molecules
(available energy)
is best indicated by measuring·
SUPPORT RING the total fuel weight (mass)
not the volume
which varies with temperature.
196
Temperature Effect On FUel
With an increase in temperature, the fuel volurre will increase and the density
will decrease. As the reference unit is nounted in the opposite attn of the
bridge there will be ·no effect on the fuel gauge reading.
TANK UNIT
Circuit Cormection
of Carpmsator Capacitor
Co-Axial cables
All the oo-axial cables cormecting the tank units and the system are taken into
account for the overall total capacitance of the system, and should not be •
altered in ~ength. Ceo-axial
cables are replaced if damaged by one of the correct
~ nunber.-)
(Note: Co-axial cable is used in fuel systems as it has a low capacitance losS)
water Effect em Tank Units
With pure water aromd the tank unit the fuel systan will overread.
Wi th oontaminated water around the tank unit the system will underread.
With pure water around the CXll1fellsator unit the system will underread.
With caontaminated water around the c:mpensator unit the system will overread.
(Note: Contamination _ ~.? ~ or Bacteria in the fue:9
197
Tubular Tank Units
Shape of Fuel TankS
Because of the shape of the fuel tanks(Eore tank units are fitted to a:npensate
for the shape and for aircraft attitooe changeS) affecting the fuel. As the
aircraft attitude changes one tank unit will ~ rrore iImersed in fuel and
another less .imnersed in fuel. As the tank units are cormected :in parrallel
there will be no effect to the fuel gauge as the capacitance will remaih constant.
#."
",---- ,
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oJ - ...
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---- - - r- --
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- P- I---
Olaracterised Tank Units
=-:-=-=-=-::-=------
------------
--------------
---------------
-----------------
------------------
---------------------
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~====~~:;E=3=~~=~==E~===~~~~~===-=-_- __
=----= - ---------------=-----------
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t~~. ==-~~ ~ tftiji~~;lll~ll~l~
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~~=~ _:..~_~_-=~~===~==~g~=~:t~~~~~~=::
'!he ~acterised Tank unit'iS(USed to ccmpemsate for -Odd shaped fuel tanks
wi th the result that the fuel level is established fran varying datum pJint~
198
TJl&ELEe1lac. CbNf.rlh\1" - ~l/(fnl£' PEg,.t1'n"t1"~
J)~'{e.~ SY K.
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J)tELEertte, -<0 L-(~ t, wtftt Att h!, .:Dt£LE(...1J:.u:/
CHANGING THE· -z;J~ MATERIAL

CHANGES THE CAPACITANCE
• 'Dielectrlcal materia11s air
'Dielectrical material is mica
• •
.MIca ~dielect!'ic .increases
the capacitance. .
.
Using the same plates fixed a certain distance apart. the capacitance.will change
if different insulating materials are used for the dielectric. The effect of different
mateOaIs is compared to that of air-that is.~ the capacitor has a given capacitance
when air is used as the dielectric. other materials used instead of air will multiply
the capacitance by a certain amount called the "dielectric constant.")
For example. some types of oiled paper have a dielectric consuGt of 3; and if
such oiled or waxed paper is placed' between the plates, the capacitance will be 3
times greater than it would be if the dielectric were air.
Different materials have different dielectric constants; and so will alter the capaci..
tance when they are placed between the plates to act as the dielectric.
I- 00059
- 2·10.
KA
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f~£t'y - OlU)'flt, \fAule, Cf -rile ~L. tin .LOME.
3. ONE fodtlD or: Fa)~l ~A-i 'f"E SilME e~£~GY,
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J wrftt 1EM~e~lWd~e CIl"Nb~ iRE VOLdME, ~£'''S'1''y, Au])

R£ A1i'le. (>elMt(-(,\JI1'Y ~IELECfRl" CbN~-rA",,() ~e
An:: EC.-(E.!>. .
J)EM~tr1 Of ftlEL v'Af..I£" Be1'wEeft -('lPe~ of fUEL..
aE~ ~.?~~$y. ~.
+~ .
• %~ARIATI()H.
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• t. 1""~ tN!;(~MlNf l!t CAu6RA1'e.1> 10 l< VIb.iJE.. ""I PlJrfl'f.b.
( K ft',,-:: ,. \( FUEL. :: Z. K-l:: 1Hl!~~E bF I( IN FuEL. oVt.' Atf.
Z. ME~ufll'" F~E.L. !y VOLuME . I~Afof (~j),fa:,'1iY .bePw~
~N ' ~ ~ftwE. 11 v'f\e,~ -mE SAntE" ~RY f\~ .DENS11"Y, So-r
oft, ~A-.lGsE t~ Gfeft(E£.
3. 1HE 1\cm~ SYsre.M \~ ~()~ LLl"'~~tJSMEb .
• '. 1Ej£RI\"(,",2.~ f :b E~~n'f mu$'( BE -(AKe:toi I~o(b Au()u..n:
PefuelliIlg of Fuel Ta..'1.~s
Float with pennanent llBgnet.
A selector switch can select the anount

of fuel required. As the set volurre is
reached the fuel shut-off valve will close.
As the fuel is treasured in vol\.lr1'e a

conversion nrust be carried out to convert
the volurre to ~ight therby rreasuring the
mass.
/
The~float switches will~cut off the fuel
• input to prevent over fill)
Fuel is measured in Kg = Mass.

Gallons rreasure volure.
~~d" ~ ".,.:::-,:/../y/J':?#pC;
Fuel Measuring Sticks
UPPER FLOAT
STOP
STICK BEARING
, ~
• RING
MAGNET~----===+-~
FLOAT
Fuel rreasuring sticks ~asure
the content of the fuel tank in
either inches or gallons;) This
is a rreasurel'lB1t of volure and
must be converted to \\eight to
neasure the mass.
-CAliBRATED
STICK
MEt- S'JRI NG
STICK HEAD
199
#~r~/
Detecting Water in Tanks
FUEL
=~-z~=!llIff£tliP-fjii~ltjllll.
TANK
UNIT
WATER
~WATER CHECK PROBE
For detecting water in tanks a small ~lythene-ooated prohl is @.crewed into the
botton of the tanJ9
and used in ronjunction with a special relay unit and pushbutton
switch.
(When the pushbutton is pressed, the signal nOJ:l'Ially going to the tank lIDits is
eliverted to the detecting probe, if water surrounds the probe a v:iltual short-
circuit exists which reduces the current in the indicator deflecting-roil circuit
causing it to read below zero~ If no water is present the current in the
deflecting-roil circuit is proportional to that in the oontrol circuit and
•
causes the indicator to read mid-scale.
Water Detecting Paper
~saIlille of fuel is drawn off and a test for water ccntent is carried out. 'Ibis
is achieved by using a Litim.ls type brown paper, dipping a strip ofthe paper
into the fuel and if the bn::Iwn surface changes to white then water is present
in. the fuel) If
the paper remains brown/then there is no water present in the fuel.
Note: If water is present in the fuel it ImlSt be drawn off lIDtil the test
proves clear of water.
200
Typical setting up procedure of a Smiths System (Using Test Set QC 136)
1. Disconnect the two co-axial cable connectors from the rear of the
amplifier/indicator and connect to test set P'L3 and PL4 using
ada ptor ca hIe provided. "
2. Connect PLI and PL2 on the test set to the appropriate connectors
at the rear of the amplifier / indicator using adaptor cable provided.
3. Set the switches on the test set to the following positions:-
Sl to required tank.
82 to Simulate Empty.
83 to Lowest range 0
S4 - biased off.
CVl Lowest calibration.
4. Switch on the aircraft supply, then carefully adjust the E trimmer

at the rear of the amplifier/indicator untU the pointer on the
amplifier/indicator reads zero.
:"). Set test set Switch S2 to Simulate Full, wait for the bridge to balance
then carefully adjus t the F trimmer until the pointer aligns with the
figures given in the maintenance manual.
NOTE.;, ~nce the amplifier/indicator E and F trimmers interact, alternately

E-adjust empty and full trimming to obtain fine adjustment .
• ~
•
A.E.C. 8
SECTION 8 LESSON 2
1• The power supply to the Smiths fuel contents iystem is
(jJ a. 115v 400Hz

b. 9v 33. 3KHz
c. 70v 19 • 1KHz
2. The Empty and Full adjustments in the Smiths fuel contents system
are
a. ca pa citors
b. inductor s
• c. resistors
3. Fuel content indicators indicate the amount of fuel in the tanks
• a. by weight
b. in gallons
c. in litres
4. If the output of the Smith's fuel system amplifier fail~the pOinter

will
a stay where it is
• b rotate anti-clockwise and stop off-scale
c rotate anti -clockwise continuously
5. The Smith's fuel contents indicator is
a a ratlometer
b a torque receiver
c moter driven
203
A.E.C.8
SECTION 8: LESSON 2
6 In a capacitive bridge network fuel system at balance, the

signal from the bridge to the amplifier is
a in phase
b anti-phase
,. c zero
7 When insulation testing a newly fitted tank unit the

maximum voltage that should be applied is
a 30v
_ b 250v
c SOOv
8 The amount of fuel in a tank when carrying out a zero

check is
a nil
b a tenth full
c unusable fuel
204
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t. fb1E~~'£)tI\!-r£ fl. 2. ~o~. t
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A.E.C.8
SECTION 4: LESSON 7
PACITOR FUEL CONTENT S
CONTENTS
PAGE NO.
INTRODUCTION 405
DESCRIPTION 401
TANK UNITS 409
CO-AXIAL CABLES 409

......
MATCHING UNITS 409
INDICATOR UNIT' 409
ADJUSTER UNIT 41'0
410
e, OSCILLATOR UNIT
OPERATION 410
TESTING 413
SELF APPRAISAL QUESTIONS 41:5
481
y
A. E. C. 8
SECTION 4: LESSON 7
FUEL SYSTEMS
LESSON OBJECTIVES
The student will, on answering multi choice questions, be able to:-
1 State the disadvantages of the float arm indicating system
2 Restate relationship between capacitance and:-
a Area of plates
b Distance between plates
c Material used for dielectric
3 Define the general terms used in the measurement of

capacitance
4 State the relationship between capacitance connected in

parallel.
5 Identify the components of a pacitor system
6 State the object in relation to the system of each component
7 Explain the principle of construction and circuit operation of the

Simmonds Type 2 Pacltor system
8 State the output voltage & frequency of the oscillator unit.
9 Describe the advantages & disadvantages of the output from

the oscillator unit
10 State the relationships between the fuel level detectors &

the padding capacitor.
11 Explain the reason for fitting several tank unit capacitors

• in each tank.
12 State why co-axial cable is used to connect the tank nits

to the matching urtit.
13 State the principle of operation of the indicator unit.
14 State the function of the adjuster unit
15 Describe how to adjust Empty & Full & the effect of one
adjustement on the other.
402 y
16 State the type of oscillator circuit used in the oscillator
unit.
17 State the voltage & frequency of aircraft power supply to the

oscillator unit.
1. AIRCRAFT INSTRUMENTS BY E.H.J. PALLETT P.312 - P.316
403 (5)
y
FUEL CONTENTS GAUGES
1
INTRODUCTION
I
Fuel contents gauges are installed in aircraft to provide the pUot wittl an
accurate and continuous indication of the amount of fuel in the aircraft
fuel tanks. In older types of gauges such as the Desynn I each tank was
fitted with a float mechanically linked to a Desynn transmitter, and a
corresponding indicator in the cockpit gave the required indications. In
this type of gauge the readings shown by the indicator were seriously
affected by movement of the fuel level other than that caused by actual
fuel consumption I consequently these readings were erratic and
unreliable. Further, the us e of moving electrical contacts in the
transmitter rendered the gauge prone to inaccuracies as a result of worn or
di rty contacts. To overcome these difficulties ~uel contents gauges were
developed in which the fuel contents detectors contained no moving parts ;(
by using more than one detector per tank it was possible to obtain an
•
accurate indication of the fuel contents for departures from straight and
level flight of up to 15 degrees in any plane) how this is achieved will
be shown later in these notes .
The fundamental principle involved in this type of gauge is that the

capacitance of a capacitor of fixed dimensions is dependent upon the die-
lectric constant of the substance between the plates.. In the fuel contents
gauges to be discussed, the fuel contents detectors.or tank unit~ form the
plates of a capacitor, the space between the plates being filled with fuel,
air, or a mixture of both I forming the dielectric of the capacitor; hence
the@:apacitance of the tank units will be proportional to the amount of
fuel in the tanks. The dielectric constCUl.t-of jet engine fuel as compared to
air is approx. 2 to 1.) -------~.-.
There are several main types of fuel contents gauge that use this
fundamental principle, namely the ~ and the ~;he main
0ifference between these systems is in the way in which the varying
capacity is utilized to provide the operating current of an indicating
instrument;) exactly how this is done will be seen in the detailed
• description of two systems to be given in this Section .
,.
4U5
J
//a;~
OSCILLA~ ~N1T [rAe l1y ~. z.)]
j?~~
/Jtlffi:'#Z
lNDICATOR UN',.
AOJUSTERUNIT
MATCHING UNlT
{A-e,4d
~ ~C/~·
COMPONENTS OF PACI£R~~
Figure 1
LESSON 1.
ELECTRONIC GAUGING - DESCRIPTION AND OPERATION
Simmonds Type 2 Pa ci tor
DESCRIPTION
The electronic fuel gauging system is of the Pacitor type in which a

~hange of capacitance of detector units in a tank caused by changes of
I
fuel level, is converted to ad. c. voltage influencing the reading of an

indicator)
The Pacitor fuel contents gauging system indicates continuously the con-
tents of the aircraft fuel tanks. (Reading accuracy is largely unaffected
by changes of flying attitude or of supply voltage,)
The system operates at low voltage (9.2 volts) and high frequency (33 .3
•
kc/s) derived from valve oscillators powered from the llS-volts 400 cis
a . c. sup pl y .
(The gauging system operates on the comparison between the capacitive

\- 6 ~
reactance of the fuel level detectors (tank units) and that of a fixed refer-
ence capacitor) Each tank unit consists of two co-axial metal tubes in-
sulated from each other. The tank units are mounted vertically in the
tank, and are so constructed that fuel can pass into the annular space be-
tween the tubes. As the fuel level rises or falls I the ratio of air to fuel
between the tubes varies and alters the electrical capacitance, which is
registered, in kilograms on an indicator.
I
Ic ~ .?
LSeveral tank unit capacitors are fitted in each tank I and are connected in
ePrallel by fixed lengths of co-axial cable and so dis posed that they tend
to balance out variations in fuel level produced by changes in flying
attitude) A further length of co-axial cable connects the bank of units
to a ~atching unit--'mounted directly on the tank. This?InitrProvides two
coupled circuits, both supplied by the output from an oscU'iator*unit which
-e converts the aircraft 11S -volt, 4 0 0 . a.c. supply. into a low voltage,
33. 31<WZ suPpl y -)
One coupled circuit includes a fixed reference capacitor and therefore has
an output of cons tant amplitiude. The other circuit includes the capacitance
of the tank units and consequently, the amplitude of its output varies, directly
according to the fuel level. Both outputs are passed to an ~indicator unit,""
then rectified and the resultant d. c. passed to two mutally opposed coils
of amoving magnet type of ratiometer. The deflection of the indicator is
thus dependent upon theratiQ of the two outputs, which is determined
initially by the level of the fuel in the tank.
(TO enable the slstem to be set up and thus compensate for manufacturing
toleranceo/ I an adjuster unit'is fitted. This has four separate sectionsI
one for each tank installation in a four tank installation. Each section
has two adjusters which provide remote adjustment of the associated
4U7
)
-=
00
INDICATOR ADJUSTtl!.
UNIT UNIT
r;.e. ~eZ:_
/Or t!de;?
tfer~k)
OKILLATOII CHAHG(-OYER SWITCH
'IO".. AL
C/o
! o
GIIOCMIl R€~L
CONTlIOI,. ... TOI
No.l . OKILLATO"
~~~~~~~a.
UNIT
o 1Ml1UIIMC't !.C. UP n.
G"OUNO
TANI UNITS
....
FIG . 2 BLOCK DIAGRAM OF PACITOR SYSTEM
•
indicator circuits, one adjuster setting the pointer position when the tank
is empty and the other when full. A feature of the adjustment is that(once
I
the EMPTY adjuster is set, it will not be affected by adjustment of the FULL
adjuster~as the potentials at each end of the Full-adjuster are equal at the
empty s1!tting.
TANK UNITS
}hese are fitted in each tank. All units are similar in construction,
(varying in length, and thus capacitance/to suit positional reqUirement:)
They are designed to be mounted entirely within the tank and€omprise
two concentric metal tubes insulated from each other. Connection to each
tube is through co-axial connector plugs}f1tted on the side of the unit.
Units have one or two of these, as requ(red to suit their positions.
CO-AXIAL CABLES
• nnter - connections between tank units and matching units are made in
'fixed lengths of co-axial cablvterminated in co-axial connector sockets.
Each connector cable has a determined capacitance value and can therefore
only be interchanged with one of the same value and part number. The
part numbers and value of capacitance are marked on a sleeve affixed to
each end of the cable.
MATCHING UNITS
The unit has a rectangular light-alloy housing in which the components

I
are fitted. One end of this hous ing is clos ed and is fitted with a Circular
flange drilled with eight holes to enable the unit to be mounted direct to the
tank. Connection to the tank units is through a co -axial connector plug,
centrally disposed on this face. Components, other than a padding capacit-
or are embedded in a pol yes ter type cas ting res in, the block being
I I
l
secured to the wall in a housing. The components @orm two coupled

circuits fed by the os cillator unit and their outputs are connected into the
indicator unit) The housing is enclosed by a square cover plate which
carries the unit name plate. Electrical connection is made through a
6-pin Cannon plug mounted to the side of the housing. Two co-axial plugs,
engraved SIMULATE and MEASURE are mounted near the Cannon plug for
I
test purposes.
INDICATOR UNITS ('l!)

rhe unit receives the two outputs from the matching unit, passes them
through matching transformers and rectifiers, and then directs the
resultant d.c. to the control and 'deflection' coils of a moving magnet
I I
type of ratiometer.) The coils are connected in mutal opposition, the

'control providinq' a counter-clockwise torque to the pointer movement
I
and the 'deflection' a clockwise torque.
409
A third coil, wired in series with the control influences the field of the
I I
other two so that the required direction is obtained. It also helps to

stabilize the movement .(The angular deflection of the magnet is directly
proportional to the ratio of the current pas sing through the 'contraIl and
deflection , coils. As the range of magnet deflection is small, suitable
;>
I
gearing is used to produce a movement of approximately 245 deg
ADJUSTER UNIT
The prime function of the adjuster unit is <to allow remote adjustment of
the circuits in the indicator unit during initial setting u0to compensate
for manufacturing tolerances within the entire system.
The unit comprises four separate sections, each section consisting of two
potentiometers and a fixed resistance by which one tank installation can be
adjusted.
Each section is contained in a separate light metal rectangular box, the

I
~<
potentiometer spindles being accessible from the outside of the box and
identified by the symbols (E) and (F) for empty and full. The four boxes
are secured to a rectangular base plate drilled in each corner for
ins ta11a tion purpos es .
Each box is clearly marked with the relevant tank number. A 4 - pin
Cannon plug is fitted at one end of each box to carry the electrical
connections to the indica tor unit.
OSCILLATOR UNIT
The circuit forms a~eries-fed, Hartley osclllato~ it converts the aircraft

US-volt 400 cis a.c. supply into an output alternating at 33.3 kc/s at
an approximate pressure of 9 volts)
OPERATION
REGISTERING CONTENTS
As the fuel level rises and falls, so the electrical capacitance of the tank
units undergo a change in value. This change causes, via the co-axial
cables, an alteration of the impedance of one of the two coupled circuits
in the matching unit. The impedance of the other circuit, having a fixed
reference capacitor, remains cons tant . Both circuits are supplied by the
oscillator unit with a . c. at 33. 3 kc/s and their outputs fed to the
indicator unit. The amplitude of one output is constant but the
I
amplitude of the other depends upon the tank unit capacitance and thus upon
fuel level.
410
.....-...
• •
PIS \.I PI:"l a
COIL
HOl.DER
Dt.: t-· LECTIOS
COI L
COIL
HOLU L: R
COSTROL __ L;.,~~ _ ~~~_

COIL ~~ ~-v7v-r~~- . . . . . . .~--
COIL
CC.W- ~~ /..e6'~~
--7-- - (/-
HOLDE R
fiELD
COIL
(!IG. j;> MOVING MAGNET RATIOMETER MOVEMENT
-
,....
1 0-
)
NOTE
Tlli,' diagram i, drown only to
allow indivIdual and inter-connected
, tf. C· electrical circuill. Units are NOT
pllYlically in Icale.
(")
,)~~y .,
'r#~~ ~ ~o
(C.rdi>~
''''''L LtV(L
CO .. ,.IIIOl Uft,T
(D
"f
I'l
o
"
:J
'"
~
o
;:>
.g,
"0
III H'D I CATDI" U"'T
-'
I'l
S
"f ~- ------ - -- - -- -- - --- - - ----- . , I
r-~ I
~
IUUU!"U
,,,
, ,
'. - . 1- - - - - - - - - - - -
MATCH I""C UNIT
€~q/ccr!r)
...~:
k!r.~;.-----------t-:-::~
~!'y'~~. !'f ~ f f /
aocc,.
111"-1" ~.,
''''-l . • __ • • _. __ __ __ . _
o'CIU.. .. T(lIIII UMT
.- -: --
"
_. ..
~
~r1f.r e:>~~/,6z:c,....
~p/' &rcer-...e"o/"&>#..re.
- - - - -=-==-=-
e
In the indicator unit, the outputs from the matching unit are rectified and
pas s ed to the coils of a permanent magnet type of ra tiometer, the one with
the fixed amplitude to the 'control' coil and the other to the 'deflection'
coil. The two coils are connected in mutual opposition, the 'control'
applying a counter-clockwise torque to the pointer movement and the
'deflection' a clockwis e torque with a third coil in series with the 'control'
to influence the field of the other two I thus obtaining the required pointer
deflection and stabilizing the movement.
The movement and positioning of the pointer is governed by the resultant

torque produced by the control' and 'deflection' coils and this is initially
I
dependent upon fuel level. The pointer registers this against a scale
*
calibrated in kilograms.
TESTING
Typical setting up procedures of a Pacitor System
NOTE:- Two alternative procedures are detailed for setting-up this Pacitor
~ fuel contents gauging system. One procedure requires the tanks
to be defuelled and fuelled; the second us es a method of
electrical capacitance injection to simulate fuel levels I and can
only be used where the 'full' and 'empty' capacitance values of the
tanks have been previously recorded.
A. Setting Up Gauging System (Method 1 -~
NOTE: - The0ank units must be 'wetted) for accurate setting up. If the
tanKS have been empty or part-empty for more than 24 hours, they
mus t be filled to cut -off level before defueUing.
(1) Drain the tanks using a bowser, leaving unusable fuel in tanks.
( 2) Switch ON the contents gauging system and allow approximately

five minutes for the equipment to warm up.
(3) USing a small screwdriver set the 'empty' adjuster (marked 'E')
~
for each tank so that the associated indicator reads zero.
NOTE: - Each section of the adjuster unit is marked with the number of
its respective tank.
(4) Fill the inner tanks with 1,500 gallons (5,400 kg) of fuel, and the
outer tanks with 500 gallons (1,800 kg), using the undeIWing fuel
level indicators and applying any corrections indicated by the
s piri t level adjacent to the refueV defuel connection,.
NOTE: - To maintain aircraft balance as far as possible I fuel should be

on-loaded in the following sequence:
tank 2 I tank 3 I tank I and tank 4

413
(5) Set the 'full' adjuster (marked .::::=
'F') for each tank so that its
respective indicator registers the quantity of fuel in the tank, viz:
tank I, tank 4 1,800 kg.
tank 2, tank 3 5,400 kg.
B. Setting Up Gauging System - (Method 2 - ~ fPa~"'/I"'~/' #l'4~p~

1. {Remove 6 PE
socket from matchi'? unit and connect to test set plug
~belled to FUEL GAUGE SYSTEM, using adaptor cable provided.
2. Connect adaptor cable provided to test set plug to MATCHING UNIT
3.
4.
and to matching unit 6 pin plug.
Connect the co-axial plug labelled SIMULATE on the matching unit

to the test set co-axial plug using cable provided.
(SWitch ON the contents ·gauging system and allow approximately

.-
l:.!ve minutes for the equipment to warm up. .
et the~ange SWitC~ and ~djustable condens%n the test set to a
a
5.
capacitance equal to the 'empty' capacitance of the tank minus the
capacitance of the co-axial cable.
e.g. If the tank 'empty' capacitance is 1,450 pF

and the co-axial cable capacitance is 200 pF
adjust the test set controls to 1,250 pF
6. ~et the 'empty' adjuster so that the indicator reads zero)
~
7. et the range switch and adjustable condenser on the test set to a
capacitance equal to the 'full' capacitance of the tank minus the
capacitance of the co-axial cable.
8. (Set the 'full' adjuster so that the gauge reads the figures (appropriate
to the tank) given in the maintenance manual.~
(NOTE. ONCE THE 'FULL' ADJUSTMENT HAS BEEN MADE, THE 'EMPTY'
ADJUSTMENT MUST NOT BE ALTERED -:; Failure to observe this precaution
will make it necessary to repeat the complete setting up procedure.
414
, •
J) I
'N~TANK.
CE'-IIi
FUEL LOAD CONTROL BOX

I': !J
SIf\l6LE ~i{oe.e..
lNACLURA""E J)u~'~G
AIRcRAFT tt\I\NJUV'ES.
-.
t: !J
MUt1'iPLE Pfo6E LAYou-r.
C,ONKEC.-reb IN PAI\ALlI:L,
• "
CII ~E C~EASE~.
LE S~ F=' UE"L
Mbf{E AIR.
U I,
C INC.i('ASE5
LESS AIR
""ORE J=ueL.
lN~\c.A-rlOW s.
REMAIN -fHE SAME KEGARbLE.SS OF
A'RC.~AFT A,--rt-ruJ) E.
CHARALTERlBEl) "-ANK' UNt1'"S.
A. I I
I I
l INNER --rUSE
PI{O;:lLE
I CHANGE OF AKEA..
I I
I... - .... ,1
" '- --.., ;
•
B.
I I
I J
J I CHAMErE. OF .DIAMETeR.
I I
I
1,--- ----.
l
I
" ...... - ~
• .".
-1itE.SE PRoBEt; AfE USE.b WHE~E 'fHE S~l\Pe DF --mNK

c.f\~s Sft\N~A~b UNr(~ 10 fRtThu~ tJOtj LINEft~
lttb\t.f\f\ol\lS.
RU8BER RING
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~--~~~
• •
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;:; ".'
.-
.f: ."~.:
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I. Mo({e Ac.totft1:e. -10 ft\!:~dle, IN i"efM~ OF Mil" cf 1Alat:H

Z 1011\L Po~e~ J)aeuiE]) / WbflC J)otlE .J>i:Pe:~$ ~N
f~~Y - O\LD'fl~ \fAule. Of 11te FdEL. t4crr WLOME.
3. ONE fCtiNl) or: Fuel ~Pts 'f~E SAME e,{E:~~Y,
(~L Nudef OF -.st«\ts, 1Mftr c.ftf.l t!:.&M£ wtr..
OXYEsflol tN 1',,£ E~At~e) ~e&I\~J)Lff.' Of l"EMlERkue.
of{ VtlUME.
4. Se! 1fU)1t.It(~ 8Y. ME&I~I-" --ramL FalEL wa&ttr:
.) ~''''L At£t.faF-t-. Kt.
6'. \\~£ ftN~ J)£tiit1'l Mlltr8£ I(~ - ~Ilt:r Of"'CW6
])~e.f.'~EJ). ~ =/r)
b. A MEbal'\~Q :D~"lU. ,~f£&t)~El> 1C S~e CMIWGts
IN V~W"'E fba I~ J)'''$rry.
FUEL CONTENTS GAUGES
Introduction
1. Fuel contents gauges are installed in aircraft to provide the pilot
with an accurate and continuous indication of the amount of fuel in the
aircraft fuel tanks. In older types of gauges such as the Desynn, each tank
was fitted with a float mechanically linked to a Desynn transmitter, and
a corresponding indicator in the cockpit gave the required indications.
In this type of ga~ge the readings shown by the indicator were seriously
affected by movement of the fuel level other than that caused by actual
fuel consumption, consequently these readings were erratic and unreliable.
Further, the use of moving electrical contacts in the transmitter rendered
the gauge prone to inaccuracies as a result of worn or dirty contacts.
• To overcome these difficulties fuel contents gauges were developed in

which the fuel contents de~ectors contained no moving parts; by using
more than one detector per tank it was possible to obtain an accurate
indication of the fuel contents for departures from straight and level
flight of up to 15 degrees in any plane; how this is achieved will be
shown later in this chapter.
2. The fundamental principle involved in this type of gauge is that the
capacitance of a capacitor of fixed dimensions is dependent upon the
dielectric constant of ,the substance between the plates. In the fuel con-
tents gauges to be discussed, the fuel contents detectors or tank units
form the plates of a capacitor, the space between the plates being filled
with fuel, air, or a mixture of both, forming the dielectric of the capacitor;
hence the capacitance of the tank units will be proportional to the amount
of fuel in the tanks.
3. There are two main types of fuel contents gauge that usc this funda-
mental principle, namely the Pacitor and the Smith's Waymouth, the
main difference between these two systems is in the way in which the
• varying capacity is utlized to provide the operating current of an indi-

cating instrument: exactly how this is done will be seen in the detailed
description of each system to be given in this chapter.
THE PACITOR FUEL CONTENTS GAUGE
Principal of Operation
4. It has already been stated that the capacitance of thc tank units is
determined by the amount of fuel in the tanks. In the Pacitor systcnl the
tank units fonn part of an a.c. circuit connected across a constant voJtagc,
fixed frequency supply, the current flowing in this circuit will thus be
controlled hy the amount of ,fuel in the tanks. This a.c. current is used,
after rectification, to energise the deflection coil of a d.c. ratiometcr
type indicator.
5. A simplified circuit of the Pucitor system is given in fig. 1 and as
illustrated it consists of a deflection coil circuit and a control coil circuit,
both circuits connected across a 70 volt, 19.1 kc/s supply. The high
frequency voltage is generated in the power unit by an oscillator, and in
common with most electronic valves the oscillator requires a high tension
d.c. supply, which in this system is derived from the normal 24 volt
aircraft d.c. system by means of a synchronous vibrator contained in the
power unit.. The synchronous vibrator, first converts the 24 volt d.c.
input into an alternating voltage of a higher value, then rectifies this
vultage to provide the required high tension d.c. voltage.
* TANK UNIT
• FUNCTIONAL DIAGRAM ONLY
POWER UNIT
DEFLECTOR COIL
•
CONTROL COIL
CONTROL COIL -:'
AECTIFIEA"fi + INDICATOR
CONTROL
CAPACITOR
J I
I
L"=
.~
Fig. I. SIMPLIFIED CIRCUIT OF PACITOR SYSTEM
Deflection Coil Circuit

6.· The variable a.c. current controlled by the tank unit flows in the
primary winding of a transfonner, the secondary winding current is then
rectified by the deflection coil rectifier to energise the deflection coil of
the indicator.
Control Coil Circuit
• 7. This circuit is almost identical to the deflection coil circuit except

that the tank unit is replaced by a fixed or control capacitor. The output
from the rectifier in this circuit is therefore constant and energises the
control coil of the indicator. A detailed description of the system is given
in the following paragraphs.
Description
8. The basic Pacitor fuel contents gauge consists of the following compo-
nents :-
(a) Power unit;
(b) Tank units;
(c) Cable assemblies ;
(d) Rectifier unit ;
(e) Indicator.
A typical single tank installation is illustrated in fig. 2.

--------~----.-.-.----~--- -----.---
".
l",,;
\..
_eo, r: .
..
L ...... .
Fig. 2. TYPICAL SINGLE TANK INSTALLATION
• The Power Unit

9. As previously described, the power unit contains the synchronous
vibrator and the oscillator circuit necessary to provide the alternating.
voltage supply for
the installation.
The synchronous
vibrator illus-
tra ted in fig. 3
is shown in the
power off condi-
24 V. D.C.
tion. When the INPUT
d.c. input is
switched on a cur-
rent ''lilI £10\\" in HT
the ton half of the
prima;y winding
of the output
transformer TI, ~
- and also through Fig. 3. SYNCHRONOUS VIBRATOR
coil A. Coil A now acts as a solenoid and attracts the pivoted bar de- J
energising coil A and transferring current flow to the bottom half of the
- - - - - - - - - - - - - - - - - - _ . _ - _ . _ - - -_ .. _-
output transformer primary winding. The pivoted bar is then returned

to its original position by the action of a return spring. This sequence
is repeated continuously until the d.c. input is switched off.
10. The alternate energising and de-energising of each half of the output
transformer primary will induce an alternating voltage in the output
transformer secondary
winding. Referring SOOV.
again to fig. 3 it can +
be seen that opposite
ends of the secondary 250V. 2S0V.
winding are connected
to earth for each move- + +
men t of the pivoted ,st HALf CYCLE 2nd HALF CYCLE
bar through the con- soov.
•
'--------fI1o
tacts band bl. As +
shown in fig. 4 this F. ...
results in the centre Ig. •
tap of the secondary being held at a steady potential with respect to
earth. In practice the d.c. output from the synchronous vibrator is
"peaky" and a choke/capacity network is added to provide the necessary
smoothing. .
11. The 70 volts, 19. t" kc/s supply to the tank unit is derived from a
series fed Hartley oscillator (fig. 5). Basically this is an inductanceJ
capacitance oscilla-
tory circuit fonning
H.T. - - - - - - . the anode load of
fROM SYNCH. VIBRATOR a tetrode valve, the
function of the valve
being to provide
•
short d. c. pulses to
the oscillatory cjr...
cuit to prevent the
oscillations becom-
ing damped. On
switching on the h.t.
supply, the control
grid poten tial will
be zero and a high
anode current will
flow. This results
in a large volts drop
across L 1 which, in
turn will induce an
I
e.m.f. acr,oss L 2 •
These two e.m.f's
will combine and
charge the capacitor
Fig. S. SERIES FED HARTLEY OSCILLATOR C 1; a t the same
time the control grid
will collect electrons, driving the valve towards cut off". However, a
It
point is reached where the electrons arriving at the control grid are
balanced by the electons leaving it via the grid leak resistor R. In this
state the valve will be biased at a point just above cut off, r~dncing the
anode current and the volts drop across L 1 andL:. \Vhen this occurs the
capacitor C 1 \\'ill discharge into L 1 and L 2 , thus starting the oscillations
and also feeding positive signal to the grid allo\ving the valve to inject
a boost pulse into the oscillatory circuit to maintain the amplitude of the
oscillations. The output from the oscillator is taken from the secondary
winding of the transformer T 2'
Tank Units
12. Two main types of tank unit are used, both of which consist of two
concentric tubes separated by insulating spacers, the inner tube fonning
the live plate of the capacitor thus fonned. When the dimensions of the
fuel tank are such that only one tank unit is required a tank unit known as
a udrpp-in u type-is used. In this form the concentric tubes are attached
to a flange forming a junction point between the tank unit plates and the
external circuit. The complete assembly is attached to the skin of the fuel
tank.
, . ' " _ .. ",f
-:;"i?' "",~, ':,::77~}~~::-:'
~~=~ "',":
.:£.-'L
INNER TUBE •
(LIVE ELECTRODE)
.\
•
.
OUTER TUBE
(e.""THEO ELECTRODE)
Fig. 6. TANK UNITS. DROP-IN TYPE

Bame-Plate Mounting Types
13. When two or more tank units are required in one tank, a baffie-
plate mounting type is used. This type of tank unit, shown in fig. 7, is
fitted in the fuel tank during manufacture and attached to the most
convenient baffle. As these tank units are not readily accessible from
outside the fuel tank, they are connected in parallel inside the tank and
connections are brought out to an external flange. However, when fitted
in a flexible tank the method of mounting it is rather different. In this
case a flexible material is clamped betwppn two washers at each end of
the unit shown at A in the fig. 7 this material is then attached to the skin
of the fuel tank.
--~ -~- ... .-..

"-::": .. ~""''''---. -~ ...
Fig. 7. TANK UNITS, BAFFLE PLATE TYPE
General Requirements
14. As stated earlier, by using several tank units per tank, accurate
indications of contents can be obtained for changes of aircraft attitude
up to 15 degrees. How
•
TANK LEVEl(cAPACITANCE OF 10M 2 EQUAL) this is achieved can be
seen by referring to fig.
2
~~r--------------------
8. At "A" the tank is
level and each tank unit
has equal capacitance
when the tank is tilted
----------
-------.-----
-------
---------_. -------- - through a certain angle,
-
----------
=-=-=----::..=-=-==-=--=---=.=:=:=--=-=-=-;;..uu o as shown at liB", the
fuel rises in one unit
and falls an equal amount
TANK TILTEO(CAPACITANCE OF I INCREAstD
in the other tank unit;
AND 2 DECREASED) however. the total capa-
2
citance of the two units
remains the same as in
"A", the gain in capaci..
tance in the one unit
compensating for the loss
in capacitance of the
other. I t should be
noted that this example
is not universally correct
at the "nearly empty"
Fig. 8. TILTING OF TANKS and "neady fuU" con-
ditions.
Cables
15. It is essential that the major part of the total capacitance in the fuel
contents gauge should be confined to the tank units in order that the
change of capacitance from Htanks empty" to "tanks full" conditions
will be sufficient to allow an appreciable current change in the system. The
~capacitance of the interconnecting cables must therefore be kept at a
minimum, and as the voltage is at a very high frequency, coaxial cable is
used. This is a twin conductor cable in which the two conductors are
concentric, the inner ~'live" conductor being either a single or multistrand
copper conductor and the outer conductor in the form of a metal braiding
sheath, the two conductors being separated by a layer of polythene.
16. The co-axial cables used in this system are Urinradio 31, 32 or 70 .
and are supplied in cut lengths fitted with waterproof co-axial connectors
or plugs. These lengths must not be cut for repair as the total capacitance
of the system would then be upset : any damaged cables must be replaced
with a new cable bearing the same part number. Fig. 9 shows a selection
of cable assemblies and also some of the junction boxes used to inter-
connect a number of fuel tanks .
Fig. 9. CABLE ASSEMBLIES AND JUNCTION BOXES
Rectifier Unit
17. The rectifier unit (fig. 2 and 10) provides a junction point between
the power unit, tank units, and the indicator. It contains two separate
-------------.------------~-------------------
circuits, each consisting

of a tuned circuit, a
matching transformer,
_and a selenium bridge
rectifier. The matching
transformer has a turns
ratio chosen to match
the high impedance of
the a.c. circuit to the
low resistance of the
d.c. circuit. To improve
the accuracy of the sys-
tem a resistor network
is included in the d.c.
side of the rectifier cir-
cuit, whereby operation
of the two adjustable
resistors permits the in-
dicator to be set ac-
curately for "empty" and
"full" conditions.
I"
- FUll
Relay Adjuster Unit
18. Sometimes indica-
tions of the contents
of individual tanks ·or
groups of tanks are
ADJUSTER
0-1000
RECTIFIER
UNIT
·TO INDICATOR
-_.J
Fig. 10. RECTIFIER UNIT CIRCUIT
needed: then the normal
rectifier unit is replaced
•
by a relay. adjuster unit,
a modified rectifier unit, and a selector switch. The relay adjuster unit
contains a number of relays which are used to connect the required tanks
to the rectifier unit. The adjustable resistors normally found in the
rectifier unit are now located in the relay adjuster unit, the tank units
and the indicator are also connected to this unit, to it instead of direct
to the rectifier unit.
The Indicator
19. The indicator is essentially a d.c. ratiometer instrument with a 270
degree pointer movement, this long scale pointer movement is achieved
by means of a quadrant and pinion gearing between the coil former and
the pointer. In some earlier indicators a zero adjusting resistor was fitted,
access to this· adjuster being made through a core screw at the rear of the
instrument; this has been omitted on later indicators and such indicators
can be identified by their numbers which have the figure ~/OJJ as the last
digit, e.g., G.P.280.
-----_.--------
...-.--- _._ ..
f;~': ".
. '1~
• 'Or' ~
~. :...... ~ .
•
• I I ~
..~~\. ~p• •Iil!W41te~"'5~ . ,. -j.
I'" .~~I.AY-ADjiJSTER
:: . ;,_ ,/:" 8.. " .:
UNIT " .. ',:t,;'"" .' . "REgIFlEIIUNIT .' :).~~
.- . .".~ .- . . ~ . ". . "
Fig. I J. RELAY ADJUSTER UNIT

".0.
1. tonlltetlon to, 14 YOlt
3. I ........., for ,...r ualt
4. GlUIII eoa.HtIen tor lUI. to (to) e.
_I.,.I.
·wl• •ltoIor IWItoIl
I. 3-poI' ,la, tor lattrcoa..... to (7) on nil,
10ftlltctiin
nI.,
"',aaltr unll
1II,""r Inlt
•
I. 3.,..1. ,la, tor lutator .......Metlon
7. 3-....l
8. .1'llr
,a.,
I. ....•• to ............ (1) ... lid (....... dl.........d tor &I.rlb)
ad,..... . .
tor.lnttrcoa......., ...... from (I) In nettfttr unit
e. "EM,ty" adl"""
to. O.uIIJ con......... tor ..... tn.::~) I .. I'IItIfler anlt
11. 0.01•• ,..'.. fir tuk unit lin oa.
Summary of Operation
20. When the quantity of fuel in a tank changes the following sequence
of operations will occur :-
(a) The relative amounts of fuel and air in the space separating
the plates of the tank units changes, thus changing the capacitive
reactance of the tank units.
(b) The current in the deflection coil circuit and thus that through
the primary and secondary windings of the associated matching
transfonner in the rectifier unit changes.
(c) The bridge rectifier converts this change of a.c. current into a
change of d.c. current.
(d) The current in the deflector coil of the indicator changes ..
(e) The magnetic field produced by current 'in the deflector coil
changes and since the magnetic field produced by the control
coil remains unchanged, the resulting combined deflecting ~oil
and control coil magnetic field shifts and the pointer takes up its
new position.
Setting up Procedure
21. A typical setting up procedure is given below, this will not apply to
aU installations, and reference should be made to the appropriate aircraft
handbook.
(a) Drain all the tanks of their usable fuel.
(b) Switch on and allow 20 minutes for the system to warm up.
(c) Set the "E" adjuster on the rectifier unit to give a zero reading
on the indicator. . .
(tl) Fm all fuel tanks with a known volume of fuel to within 80
percent of capacity.
(~) Measure the specific gravity of the fuel with a hydrometer, and
convert gallons in to pounds (mass units).
(f) Adjust the uF" adjuster until the indicator reads the value
·) obtained in (e). The system is then ready for use.

TEST SET FOR PACITOR FUEL CONTENTS GAUGE
~
1. 10U1' IWItch. lnfIalno, and 11,_", 11. 1.,.............

11. 'I.............
I. • .,... " ... LI. out
3. ..,... "." LI••n
.. 1....11 0
u. 1PG.1t.,
3-pIIt ....., ......
14. ' . .,at.
I. 1wItI1i.
7• • ttI,.
I. ' .... 1. 11. "'.M=." .......
11. 3-tMII.
11.....'A
,....., .....
Ie
I. Iwttcll A
I. 1 ...1.......Ie, .... HI
10...................' ... k...
11. DeuIII ".1, ..,....,
1L ....... ,..........
PACITOR TEST SET PANEL

A.E. C. 8
SECTION 4: LESSON 7
1 The total capacitance of capacitors in series is
a less than the smallest

b greater than the largest
c their sum
2 The tank units in a fuel quantity system are connected in
a series/parallel
b series
c parallel
3 The power supply to the Pacitor type 2 system is
a 28v d. c.
b 26v 400 Hz
I
c 115v, 400 Hz
4 Pacitor Type 2 Fuel Contents system what type of indicator

is the contents gauge
a ratiometer D. C •
b moving coil milli -ammeter
c moving coil mill-voltmeter
5 When adjusting a fuel contents system you adjust (/-c/dP"'-;;r-.rn-)

a full trimmer first then empty trimmer
I
b empty trimmer first then full trimmer

I
i'
c the full and empty trimmers in any order
r
,I
415
A.E.C.8
LESSON 7 (CONT)
6 The supply to the tank units of the Pacitor type 2 fuel

contents system is
a high voltage I low frequency

b low voltage high frequency
I
c high voltage, high frequency
7 The purpose of the adjuster unit in the Pacitor type 2 system

is to
a compensate for specific gravity changes in the fuel
b compensate for temperature changes i
c permit adjustment of the.indicator reading j
IIII
I~
_ 8 The amount of fuel in a tank when zeroing is I~
a nil
b tenth full
c unusable fuel
9 Fuel contents indicators read in
a gallons
b litres
c weight
10 When a co-axial cable in a fuel system is frayed around

the connector core you should
I
a cut back and remake

b replace the whole cable
ignore it if the centre core Is not showing
..-
c
416 '
APPENDIX 1
S.I. UNITS
375
S1 UNITS
SI is the abbreviation in many languages for 8ysteme International d'Unites

and it is an extension and refinement of the traditi0nal metric system.
SI is a coherent system of units, that is the product or quotient of any two

unit quantities is the unit of the resultant quantity.. For example, in a
coherent system in which the foot is the unit of length, the square foot is the
unit of area, whereas the acre, is not. Similarly, in a coherent system
having the foot, the pound and the second as units of length, mass and time I
the unit of force is the poundal not the pound-weight or the pound force .
The main features of SI are:-
1. There are six basic units only: metre, kilogramme, second, ampere,
degree Kelvin, candela.
The metre and kilogramme take the place of the centimetre and
gra mme of the old metric s ys tern .
2.. The unit of force, the newton (kg m/ s 2) is independent of the earth's
gravitation, and thus the often confusing introduction of 9 into
equations is no longer necessary .
3.. (a) The unit of energy in all forms is the joule (newton X metre) .
(b) The unit of power is the watt (joule per second). Thus, the
variously defined calOries, the kilowatt hour, Btu and the horsepower
are all superseded .
4.. Electrostatic and electromagnetic units are replaced by 81 electrical

units .
5.. Multiples of units are normally to be restricted to steps of 10 3 and

fractions to steps of 10-3 .
@BLE£)
BASIC 81 Units
Quantity 81 unit Unit symbol*
Length metre m
Mass kilogramme kg
Time second s
Electric current ampere A
Thermodyna mic tempera ture degree Kelvin <1<
Luminous intensity. candela cd
376
v
SUPPLEMENTARY DIMENSIONLESS UNITS
Quantity 81 unit Unit Symbol
Plane angle radian rad

Sol~d angle steradian t sr
* Unit symbols do not take a plural form.

t One steradian in the solid angle which having its vertex at the centre of a
sphere, cuts off an area of the surface of the sphere equal to that of a
square with sides of length equal to the radius of the sphere.
(fABLE:!)
•
SOME DERIVED Sl UNITS HAVING SPECIAL NAMES
Quantity 81 unit Unit Definition

symbol
Force newton N kg m/s 2 = J/m

Work, energy_
quantity of heat joule J kg m2/s 2 = Nm
Power watt W kg m2/s 3 = J/s
Electric charge coulomb C As
Electrical potential
difference volt V kg m2/s 3A= J/As = W/A
Electric capacit-
ance farad F A2s 4/kg m2 = As/V
Electric resistance ohm 11. kg m2/s 3A2 = V/A
Frequency hertz* Hz s-l 2
Magnetic flux weber Wb Kg m2/s A = Vs
• Magnetic flux
density
Inductance
Luminous flux
Illumination
Customary tem-
tesla
henry
lumen
lux
T
H
1m
Ix
kg/5 2 A
cd sr
cd sr/m 2
::: Vs/m 2 = Wb/m~
kg m2/s 2A2 = Vs/A
= Im/m2
perature, t Celsius oC t/°C = T/O!< - 273.15
NOTE: Temperature difference -is commonly expressed in degrees Celsius

instead of degrees Kelvin. But the unit for Celsius and Kelvin scales
is the same: 1 degree C = 1 degree K.
*The term 'cycle per second' (c/s) may be used in the U.K.
377
SOME DERIVED Sl UNITS WITH COMPLEX NAMES
Quantity 81 unit Unit symbol*
Area s qua re metre m2

Volume cubic metre m3
Density (mass density) kilogramme per cubic
metre kg/m 3
Velocity metre per second m/s
•
Angular velocity radian per second rad/s
Acceleration metre per second squared m/s 2
Angular acceleration radian per second
squared rad/s 2
Pressure newton per square
metre N/m 2
Surface tension newton per metre N/m
Dynamic viscosity newton second per
metre squared Ns/m2
Kinematic viscosity
metre squared per second m 2/s
Diffus ion coefficient
Thermal conductivity watt per metre degree
Kelvin W/(m ~)
Electric field strength vol t per metre Vim
Magnetic field strength a mpere per metre Aim 2
Luminance candela per square metre cd/m
* To maintain the coherent nature of the system, only the 81 units themselves
(and not their multiples or sub-multiples) should be used in combination
to form derived units. Thus the 81 unit of pressure is N/m 2 and not N/cm 2
or N/mm 2 .
378
@LED
FRACTIONS AND MULTIPLES
Froc;::tlon Prefix Symbol Multiple Prefix Symbol
1
deci d 10 deca da
}*
{ 10-
10- 2 centi c 10 2 hecto h
10-3 milli m 103 kilo k

10- 6 micro 1M 106 mega M
10-9 nano n 109 giga G
10-12 pica p 1012 tera T
10-15 femto f
•
10-18 atto a
* The use of the prefixes deci, centi, deca and hecto is not encouraged.
C ompoUld prefixes should not be us ed I

A prefix attached to a unit makes a new unit, e.g.
1 km 2 = 1 (km) 2 = 10 6m2
not 1 k (m 2) = 103 m2 .
Any numerical prefix should appear in the numerator.
379
,:. t
SOME UNITS TO BE ALLOWED IN CO'NJUNCTION:WITH 81
Quantity Unit Unit sYmQol Definition
Length " ~$ec pc \ '30 .• 8 7x 1015 m ~

Area b~m" b 10-28 2 ' '
' ,
f" 'hectal'e 'ba ~."
' '
., ~ " roA mt! '.
Volume litre 1 10-3 m3 = dm 3
Pressure bar bar 10 5 N/m 2
Mass tonne t 10 3 kg = Mg
Kinematic vis-
cos i ty, diffus ion
4
coefficient stokes St 10- m 2/s
Dynamic viscosity poise P 10-1 kg/m s
Magnetic flux
dens i ty (magnetic
induction) gauss G 10- 4 T
Radioacti vity curie Ci 37 x 10 9/s
Energy electronvolt eV 1.6021 x 10-19 J
The common units of time (e.g. hour, year) will remain in use, and also, in
appropriate contexts, the angular degree.
Until a new name is adopted for the kilogramme, the gramme will often be
used.
380
C!ABLE {)
FRACTIONS AND MULTIPLES
Froct~on Prefix Symbol Multiple Prefix Symbol
1
deci d 10 daca da
}*
{ 10-
10- 2 centi c 10 2 hecto h
10-3 milli m 103 kilo k

10- 6 micro J1' 106 mega M
10-9 nano n 109 g1ga G
10-12 pico p 1012 tera T
10-15 femto f
•
10-18 atto a
* The us e of the prefixes deci, centi, deca and hecto is not encouraged.
Compomd prefixes should not be used,

A prefix attached to a unit makes a new unit, e.g.
1 km 2 = 1 (km) 2 = 10 6 m2
not 1 k (m 2) = 10 3 m2 •
Any numerical prefix should appear in the numerator.
379
· @E 'w(":'(7..v'-·.PI c/.n/I'Tj
SOME UNITS TO BE ALLOWED IN CO'NJUNCTION~WITH 81

Quantity Unit Unit sYmQol Definition
Length ", ~$eC pc '3·0,.87 x 1015 m >

Area b~rn·· b H)-28 2.
f' . h'ecta1'e 'ha I.': : ro~ mt! .
Volume litre 1 10-3 m3 = dm 3
Pressure bar bar 10 5 N/m 2
Mass tonne t 10 3 kg = Mg
Kinematic vis-
cosity, diffusion
coefficient stokes St
4
10- m2/s
e
Dynamic viscosity poise P 10-1 kg/m s
Magnetic flux
density (magnetic
induction) gauss G 10-4 T
Radioacti vi ty curie Ci 37 x 10 9/s
Energy electronvol t eV 1. 6021 x 10-19 J
The common units of time (e.g. hour, year) will remain in use, and also, in
appropriate contexts, the angular degree.
Until a new name is adopted for the kilogramme, the gramme will often be
used.
380
@LE1)
CONVERSION FACTORS FOR SOME UK UNITS IN TERMS OF Sl UNITS
TO CONVERT FROM NON-Sl UNITS INTO Sl UNITS MULTIPLY BY
Length lin m 0.0254

1ft m 0.3048
/ / ~ /2 //J
. 1 yd
1 mile
m
m
0,.9144
1609.344
Y/=/R 1 nautical mUe m 1853.18
/ n,rr? .:e: /. /cF/~ P?,,'kf
Area I in 2 m2 6 .. 4516 x 10- 4

1 ft2 m2 0.092 903
I yd 2 m2 0 .. 836 127
1 mUe 2 m2 2.58999 x10 6
•
1 acre m2 4046.86
Volume I in 3 m3 1.638 71 x 10-5

1 ft 3 m3 0.0283168
1 UK gal m3 4.546 092 x 10- 3
Velocity 1 ftls m/s 0.3048

1 mile/h m/s 0.447 04
Mass lIb kg 0.453 592 37
1 slug kg 14.593 9
, 1 UK ton kg 1016.05
Density 11b/in3 kg/m 3 2.767 99 x 10 4
1 1b/ft3 kg/m 3 16.0185
lIb/UK ~a1 kg/m 3 99 .. 7764
1 slug/ft kg/m 3 515.379
Force 1 dyne N 10- 5
1 pdt N 0.138 255
11bf N 4.448 22
1 kgf N 9.806 65
3
1 tonf N 9.964 02 x 10
Pressure 1 atmosphere N/m 2 101.3250 x 10 3

1 torr N/m 2 133.322
1 Ibf/ln 2 N/m 2 6894.76
Energy 1 erg J 10- 7
(work', heat) 1 ft pd1 J 0 . 042 140 1
1 ft 1bf J 1. 355 82
1 cal J 4.1868
1 btu J 1055.06
Power 1 hp W 745.700
381
DEFINITIONS OF DERIVED Sl UNITS HAVING SPECIAL NAMES
FORCE
The unit of force called the newton islthat force which, when applied to a
body having a ~ of one kilogramme ~ gives it an acceleration of one metre
per second squared J
ENERGY
The unit of energy called the joule is (the work done when the point of
a pplication of a force of one newton is dis placed through a distance of one
3
metre in the d Lrection of the force
POWER
The unit of power called the watt is ~qual to one joule per ~econd1
ELECTRIC CHARGE
•
The unit of electric charge called the coulomb is ~he quantity of electricity
transported in one second by a current of one ampere.
ELECTRICAL POTENTIAL
The unit of electric potential called the volt is the difference of potential
between two points of a conducting wire carrying a constant current of one
ampere, when the power dissipated between these points is equal to one watt.
ELECTRIC CAPACITANCE
The unit of electric capacitance called the farad is the capacitance of a

capacitor between the plates of which there appears a difference of potential
of one volt when it is charged by a quantity of electricity equal to one coulomb.
ELECTRIC RESISTANCE
The unit of electric resistance called the ohm is the resistance between two
points of a conductor when a constant di fference of potential of one volt,
applied between these two points, produces in this conductor a current of
one ampere, this conductor not being the source of any electromotive force.
FREQUENCY
The unit of frequency called the hertz is the frequency of a periodic

phenomenon of which the periodic time is one second.
rvrAGNETIC FLUX
The unit of magnetic flux called the weber is the flux which I linking a
cireui t of one tum produces in it an electromotive force of one volt as it is
reduced to zero at a uniform r:ate in one second.
MAGNETIC FLUX DENSITY
The unit of magnetic flux density called the.!l!!.!!. is the dens tty of one
weber of magnetic flux per square metre.
ELECTRIC INDUCTANCE
The unit of electric inductance called the henry is the inductance of a clos ed
circuit in which an electromotive force of one volt is produced when the
electric current in the circuit varies uniformly at the rate of one ampere per
second.
TEMPERATURE
of Kelvin and Celsius temperature interval are identical. A

Tn~ \lll~ta
temperature expressed in degrees Celsius is equal to the temperature
expressed in degrees Kelvin less 273.15
LUMINOUS FLUX
The unit of luminous flux called the lumen is the flux emitted wi thin unit
solid angle of one steradian by a point source having a uniform intensity of
one candela.
ILLUMINATION
The unit of illumination called the lux is an illumination of one lumen per
e
!
square metre.
383
CONVERSION FACTORS
.........'
TO CONVERT INTO
Absolute Celsius Subtract 273

Atmos pheres Lb. per square inch Multiply by 14. 70
Celsius Absolute Add 273
Celsius . ~Co x 9)
Fahrenheit = 5 + 32
Centimetres Inches Multiply by 0.3937
Fahrenheit
Inches
CelSius
Centimetres
= (F
o
- 32) x
Multiply by
~
9
2.5399
e
Inches of mercury Lb per square inch (/?f4 Multiply by 0.4902
Inches of mercury Millibars Multiply by 33.9
Inches of water Lb per square inch Multiply by O. 03615
Lb per square inch Atmos pheres Multiply by 0.0680
Lb per square inch Inches of wa ter Multiply by 27.6625
Lb per square inch (/,J'J) Inches of mercury Multiply by 2.040
Lb per square inch Millibars Multiply by 68.93
Bar Newtons per sq. metre Multiply by 105
2
Millibar Newtons per sq. metre Multiply by 10
Millibars
Millibars
Millimeters
Inches of mercury
Lb per square in en
Inches
Multiply by
Multiply about
Multiply by
0.0295
0.0145
0.03937
e
Nautical miles Feet Multiply by 6,080
Statute miles Feet Multiply by 5,280
384
Example 1. Convert 30 inches Hg to p. s .1. ..'
2
30 inches Hg x 0.4902 = 14.7060 lPs/in
Example 2. Convert 10 p.s .i. to millimeters Hg.
In this example it will- be necessary to convert first to inches Hg and then

m1ll1meters .
lOp. s .1. x 2 • 040 = 20.40 inches Hg.

20 . 40 inches Hg x 25 . 399 = 518. 1396 mm Hg .
-.,,-
/.-
385 (s

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A .. E .. C.

ELECTRICAL INDICATING SYSTEMS

LESSON TOPIC PAGE No

1 DESYNN TRANSMISSION SYSTEM 299

2 POSlrION TRANSMITTERS SANGAMO 317

3 INDUCTOR PRESSURE TRANSMITTERS 325

6 EXHAUST GAS THERMOMETER 385

DESYNN SYSTEMS 301

TYPICAL DESYNN FAULTS 303

SLAB DESYNN TRANSMISSION 306

TESTING STANDARD DESYNN 311

TESTING SLAB DESYNN 31t

SELF APPRAISAL QUESTIONS 313

DESYNN TRANSMISSION SYSTEMS

The student will, on answering multichoice questions, be able to:-

1 Explain the principle of construction and circuit operation of

2 State the typical accuracy of a Desynn system

3 State the torque characteristics of this type of system and

4 Identify the relationship between signal and indicated readings

5 State the function of the weak circular magnet

6 State the five typical Desynn faults their causes and

7 List the various application of Desynn transmission

8 Identify the fitting and adjustments necessary

9 State the di~ference between a Slab Desynn & a Standard

10 State the general tests which can be carried out on these

RECOMMENDED FURTHER READING.

1. AIRCRAFT INSTRUMENTS BY E.H.J. PALLETT P.230 - P. 238

DESYNN TRANSMISSION SYSTEMS

The desynn system of D.C. data transmission is a relatively simple

• DESYNN SYSTEMS (See Fig. 1)

At the transmitter, the position of a potentiometer wiper (the rotor) is

supply faUs or 1s switched 'OFF (See Fig. 3).

OPERATION OF THE DESYNN SYSTEM.

SYMPTOM CAUSE REMEDY

Pointer OFF SCALE

• Pointer dis placed

C heck wiring con-

Pointer dis placed 3 connections crossed C heck wiring con-

Pointer dis placed Open circuit or short Carry out insulation

WIP, • • " ...

IOTO. MOUIING ,NAill". le_,.

Fig. 3 INDICATOR MOVEMENT

SLAB DESYNN TRANSMISSION

DESCRIPTION (Figs 4 and 5)

The slab desynn transmitter assembly is supplied at 28 volts d.c. and

Fill 4 Schemaric and Theor~dcal Circ"i, of System. (Sl a b Desynn)

Fig. 5 SLAB DESYNN - TRANSMITTER ASSEMBLY

U~ED W\-\E;(tE O..JL'I SN\ALL \~PU\

boG W\Pc(t N\O\1cffit;~\ EQuAi6;S,"'o

)V~II\J cd' Lt:. r

. - -- --- ----- --.-~~- - -- - -~------ .~

1 The power supply to a Desynn indicating system is

2 The rotor of a Desynn indica.tor is a

3 The power supply to a Desynn indicating system is

4 The stator of a Desynn indicator consists of

a two windings at 90 degrees to each other

5 The pOinter of a desynn indicator rotates in the correct

6 If the pointer of a desynn indicator was moving in the reverse

a reversed polarity of supply

7 The purpose of the spring in the desynn transmitter is

a return lever to zero

8 The standard desynn transmitter test set can be used to

a linear desynn transmitters and slab desynn