12/4/2023 0 Comments Fuel quantity indicating system![]() The accuracy tolerance of the fuel flow transmitter is a function of the fuel flow. The system tolerance is then +/- 200 KG at any fuel level within the tank. For example, if the fuel tank maximum capacity is 10,000 KG, then the tolerance of the gauging is 0.02 (airplane without a densitometer) * 10000 = 200 KG. The total tolerance for the FQIS system is based on a full tank. The fuel flow indication is integrated over time to calculate the fuel used for each engine.ħ37-600/-700/-800/-900 with densitometer: During cruise, the tolerance is less than 1.5%. At engine idle, the system tolerance can be 12%. The accuracy of the fuel flow transmitter is a function of the fuel flow. The system tolerance is then +/- 300 KG at any fuel level within the tank. For example, if the fuel tank maximum capacity is 10,000 KG, then the tolerance of the gauging is 0.03 (airplane with analog indicators) * 10000 = 300 KG. The 737 fuel quantity indication system has the following accuracy tolerances:įQIS accuracy with digital indicators: +/- 2.5 %įQIS accuracy with analog indicators: +/- 3.0% Power to shut off the fuel in an emergency.ĭigital Sunburst Fuel Gauges - Simmonds 4 Tank NG/MAX: The engine spar valves and APU are normally powered by the hotīattery bus but have a dedicated battery to ensure that there is always They were solenoid held andĪutomatically moved back to OFF after one minute. The 1/200's had heater switches these used bleed air to heat theįuel and de-ice the fuel filter. The -1/200 panel also hasīlue VALVE OPEN lights similar to that on the crossfeed valve. The NG/MAX's have separate ENG VALVE CLOSED & SPAR VALVE CLOSED lights in ![]() ![]() The fuel panels for the various series have not changed much over The AFM limits are higher, but not normally Upon how many tanks the customer has specified (max 12). The magnetic field produced by magnet (42) induces a current flow in the AMR device (38) which, in turn, affects the resistance of the ARM device (38) in relation to angle between the field and internal current flow through the ARM device (38).Maximum declarable fuel capacity for tech log, nav log, etc is 16,200kgs forģ-Tank Classics, 20,800kgs for NG/MAX's and up to 37,712kgs for BBJ's depending A float arm (80) is screwed into the axially threaded end of the rotor (64) and secured with a locking jam nut (82). The magnet (42) is placed on the counterbore and retained such that the clearance between the magnet (42) and the flange is small. ![]() The rotor (64) is a square bar counterbored for a magnet (42) and tapped laterally for a pivot rod. A stop pin (61) is pressed into the support (62) and provides a stop for the rotor (64) at each end of a ninety degree arc. A support (62) provides a channel shaped piece that is attached to the flange (60) and provides a pivot for a rotor (64). A flange (60) is fastened to the inside of a tank (12) and the AMR device (38) on the outside of the tank (12). Additional applications such as quantity measurement of potable water, quantity measurement of conductive liquids, and non-contacting position transducers are discussed.Ībstract: A fuel quantity transducer (20) suitable for use in a liquid level measurement system (30) uses an AMR device (30) to permit liquid level measurement. This paper provides an update to the original paper, 02GAA-7, Non-Electrically Invasive Liquid Level Measurement, discussing design improvements, installation requirements, and installation data. More than a laboratory curiosity, this transducer has been continuously developed to make it more reliable, easier to produce, and thus less costly. A magnetoresistive sensor measures the angle of a magnetic field that rotates as a function of the position of a float, thus indicating the quantity of fuel in the tank. A liquid level transducer utilizing anisotropic magnetoresistance properties to measure the quantity of fuel in a tank with no electrical items or electrical power in contact with the liquid fuel inside the tank was introduced in April 2002 at the Society of Automotive Engineers, General Aviation Technical Conference 2002, in Wichita, Kansas. Unexplained aircraft losses, which may have been caused by electrical equipment inside the fuel tank initiating an explosion, have prompted the development of an electrically isolated Fuel Quantity Indicating System (FQIS).
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