Aircraft Fuel Pressure Regulator - We and our partners use cookies to store and/or access information on the device. We and our partners use data for customized ads and content, ad and content measurement, audience insights, and product development. An example of data that is processed can be a unique identifier stored in a cookie. Some of our partners may process your data as part of their legitimate business interest without seeking consent. To see the purposes for which they believe they have a legitimate interest, or to object to this data processing, please use the link below in the list of suppliers. The given consent will only be used to process data originating from this website. If at any time you wish to change your preferences or withdraw your consent, the link to do so is in our privacy policy available on our website.
Fuel Quantity Indicator System All aircraft fuel systems must have some form of fuel quantity indicator. These devices vary greatly depending on the complexity of the fuel system and the aircraft on which they are installed. Simple indicators that do not require electricity were the earliest type of quantity indicators and are still used today. The use of these direct reading indicators is only possible on light aircraft where the fuel tanks are close to the cockpit. Other light and larger aircraft require electrical or capacitive electronic indicators.
Aircraft Fuel Pressure Regulator
The sight glass is a clear glass or plastic tube open to the fuel tank that is filled with fuel to the same level as the fuel in the tank. It can be calibrated in gallons or fractions of a full tank that the pilot can read. Another type of sight uses a float to which a pointer is attached. As the float moves up and down with the fuel level in the tank, the part of the rod that extends through the fuel cap indicates the amount of fuel in the tank. [Figure 1] These two mechanisms are combined in another simple fuel gauge where a float is attached to a rod that moves up or down in a calibrated cylinder. [Figure 2]
Aircraft Carburetors And Fuel Systems: A Brief History
Figure 1. The fuel gauge on this Piper Cub is a float attached to a rod that protrudes through the fuel cap
More sophisticated mechanical fuel flow meters are common. The float that monitors the fuel level remains the primary sensing element, but a mechanical linkage is connected to move the pointer across the steering wheel side of the instrument cluster.
This can be done with a crank and gear assembly that drives the pointer with gears, or with a magnetic coupling, to the pointer. [Figure 3]
Figure 3. Simple mechanical fuel gauges used on light aircraft with fuel tanks close to the pilot
Amazon.com: Edelbrock 174051 Fuel Pressure Regulator Bypass Style 180gph Red
Electrical fuel gauges are more common than mechanical gauges in modern aircraft. Most of these devices run on direct current (DC) and use a variable resistance circuit to drive a ratio type indicator. The movement of the float in the reservoir moves the linkage lever to the wiper on the variable resistor in the reservoir assembly. This resistor is connected in series with one of the ratio type fuel gauge coils in the instrument panel. Changes in the current flowing through the resistance of the tank unit changes the current flowing through one of the indicator coils. This changes the magnetic field in which the indicator pointer oscillates. The calibrated dial shows the correct amount of fuel. [Figure 4]
Figure 4. The DC electric fuel gauge uses a variable resistor in the tank assembly, which is moved by a floating arm
Digital indicators are available that work with the same variable resistance signal from the tank unit. They convert the variable resistance into a digital display in the instrument head in the cockpit. [Figure 5] All-digital instrumentation systems, such as those found in glass-cabin aircraft, convert variable resistance into a digital signal that is processed in a computer and displayed on a flat screen.
Figure 5. Variable resistance digital fuel gauges from the tank assembly are shown in A and B. A Garmin G-1000 flat panel fuel gauge is shown in C
Fs 1201 Fuel Pressure Regular 40 70 Psi
Large, high-performance aircraft typically use electronic fuel quantity systems. These more expensive systems have the advantage of having no moving parts in the tank sending units. Variable capacitance transmitters are installed in the fuel tanks that extend from the top to the bottom of each usable fuel tank. Several of these tank units, or fuel probes as they are sometimes called, can be installed in a large tank. [Figure 6] They are connected in parallel. As the fuel level changes, so does the capacity of each unit. The capacity transmitted by all probes in the tank is summed and compared in a bridge circuit by a microchip computer in the digital fuel tank indicator in the cockpit. When the aircraft is maneuvering, some probes have more fuel than others due to the position of the aircraft. The indication remains constant, because the total capacity transmitted by all probes remains the same. A trimmer is used to match the output capacitance to a previously calibrated quantity indicator.
A capacitor is a device that stores electrical energy. The amount it can store depends on three factors: the surface area of the plates, the distance between the plates, and the dielectric constant of the material separating the plates. The fuel tank assembly contains two concentric plates at a fixed distance from each other. Therefore, the capacitance of the device can change if the dielectric constant of the material separating the plates varies. The units are open top and bottom so they can take the same level of fuel that is in the tanks. So the material between the plates is either fuel (if the tank is full), air (if the tank is empty) or some ratio of fuel to air depending on how much fuel is left in the tank. Figure 7 shows a simplified illustration of this construction.
Figure 7. The capacitance of the tank probes varies in a capacitance-type fuel tank indicator system because the space between the inner and outer plates is filled with different amounts of fuel and air depending on the amount of fuel in the tank
A bridge circuit that measures the capacitance of the tank units uses a reference capacitor for comparison. When a voltage is induced in the bridge, the capacitive reactance of the probes of the tank and the reference capacitor can be equal or different. The magnitude of the difference is converted to an indication of the amount of fuel in the tank calibrated in pounds. Figure 8 represents the nature of this comparator bridge circuit.
Weldon Teflon Regulator
The use of a tank capacitor, a reference capacitor, and a microchip bypass circuit in fuel quantity indicators is complicated by the fact that temperature affects the dielectric constant of the fuel. The compensator unit (placed low in the tank so that it is always covered with fuel) is connected to the bypass circuit. It modifies the current flow to reflect the temperature variations of the fuel, which affects the density of the fuel and thus the capacity of the tank units. [Figure 9] An amplifier is also required in older systems. The amplitude of the electrical signals must be increased in order for the servo motor to move in the analog indicator. In addition, the dielectric constant of different turbine engine fuels approved for a particular aircraft may also vary. Calibration is required to overcome this.
The fuel summation unit is part of the capacitance type fuel quantity indication system. Used to add tank quantities from all indicators. This total amount of fuel in the aircraft can be used by the crew and flight control computers to calculate optimum speed and engine performance limits for climb, cruise, descent, etc. Capacity type fuel quantity test units are available to troubleshoot and ensure proper operation and calibration of the display system components.
Many aircraft with capacitive type fuel indicating systems also use a mechanical indicating system to double check the fuel quantity indications and to determine the aircraft fuel quantity when electrical power is not available. Several fuel dipsticks, or sticks for measuring the fuel level, are placed in each tank. When pushed and turned, the drip rod can be lowered until fuel begins to flow from the hole at the bottom of each rod. This is the point where the rod tip is equal to the fuel height. The sticks have a calibrated scale on them. By adding the indications for all the dipsticks and converting to pounds or gallons using the table provided by the manufacturer, the amount of fuel in the tank can be determined. [Figure 10]
Figure 10. The fuel dip stick is lowered from the bottom of the fuel tank until the fuel flows out of the hole in the bottom. By reading the calibrated scale and adding the readings from all the dipsticks in the tank, the table can be consulted to obtain a total fuel quantity of
Quick Fuel 30 7023qft 4 Port Fuel Pressure Regulator
Fuel pressure regulator bracket, edelbrock fuel pressure regulator, ls fuel pressure regulator, 7.3 fuel pressure regulator, harley fuel pressure regulator, mustang fuel pressure regulator, efi fuel pressure regulator, inline fuel pressure regulator, low pressure fuel regulator, adjustable fuel pressure regulator, 944 fuel pressure regulator, fuel pressure regulator kit
