Instruemts Lab

University Institute of Engineering
Chandigarh University
Mohali, Punjab (INDIA)
Lab Manual
Instrumentation and Measurement
Lab
For
B. E. Aerospace Engineering
Semester-V
Instrumentation & Measurement Lab
Subject Code
ASP-303
Index
Page
S.No. List of Experiments
No.
1. To study the basics cockpit instruments.
2. Aircraft Jacking procedure
3. Aircraft leveling procedure
4. Control system Rigging up procedure
5. Aircraft Symmetry check procedure
6. Pneumatic control system to control the Flap
7. Pneumatic control system to control the Ailerons
8. Pneumatic control system to control the Elevator
9. Pneumatic control system to control the Rudder
10. To study the basic aircraft fuel system operation
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(Instrumentation&MeasurmentsLab)
COCKPIT INSTRUMENTS
Aim 1:
To study the basic cockpit instruments & operate the aircraft propeller.
Theory
Aircraft instruments are the various displays and dials in an aircraft that the pilots use to
allow them to understand where the plane is and what it is doing.
When you are sitting in the airplane, you will probably notice six flight instruments in
front of you. The typical arrangement of these instruments is shown below:
1. Airspeed indicator
2. Attitude indicator
3. Altimeter
4. Turn coordinator
5. Heading indicator
6. Vertical speed indicator
Fig. 1.1 Basic flight instruments

Airspeed Indicator:
ASI is an instrument that provides information on the horizontal speed of the
aircraft in reference to the surrounding air (not the ground). Since this factor (the airspeed)
1 Aerospace (Semester-V)
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has very big influence on the lift created by the wings, this instrument and its indication
has great importance for the safety of flight.
Tells the pilot how fast the plane is going.
To shows the aircraft's speed relative to the surrounding air
Speed is measured in knots.
The airspeed can be calculated by measuring the differences of air pressure.
Air pressure is measure using pitot-static system.
Attitude indicator:
The attitude indicator displays a picture of the attitude of the aircraft.
To show the aircraft's attitude relative to the horizon.
Also called as artificial horizon.
Shows whether wings are level or not and whether aircraft pitch up or down.
Altimeter:
The altimeter displays the altitude of the airplane above mean sea level (MSL)
when properly adjusted to the current pressure setting. The value is expressed in
feet (ft); it can be meter (m) in some aircraft.
Also called as Altitude Meter
To indicate how high the aircraft is from sea level (altitude).
Measured in feet.
It works by measuring air pressure that enter through pitot-static system.
Air pressure increases and decreases as the aircraft descends and climbs
Gives the aircraft's height (usually in feet or meters) above some reference level
(usually sea-level) by measuring the local air pressure.
It is adjustable for local barometric pressure (referenced to sea level) which must
be set correctly to obtain accurate altitude readings.
Turn coordinator:
To display direction of turn and rate of turn. Use the gyroscope.
For example, direction of roll while the aircraft is rolling.
Measured in degrees per minute
How the turn coordinator works?

A gyro is mounted at a 30 degree angle inside instrument case
As the aircraft turns , applied forces cause the gyro to spin and rotate
As this happens, the small plane on the instrument face indicates bank
Heading indicator:
The heading indicator is used to inform the pilot of the aircraft's heading.
To displays aircraft heading/direction with respect to earths magnetic north.
Also called directional gyro or gyro compass (Use the gyroscope)
When the aircraft turns, the needle indicates which direction it is heading.
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Measured in degrees (0-north, 90-west, 180-south, and 270-east)
Vertical speed indicator:

The vertical speed indicator (VSI), called also variometer or a vertical velocity
indicator, indicates whether the airplane is climbing, descending, or in level flight.
The rate of climb or descent is indicated in feet per minute. If properly calibrated,
the VSI indicates zero in level flight.
Description
Basic flight instruments and navigation instruments are mounted and fixed on the
cockpit panel board. To view the better visualbility of the instruments light system is fixed
inside the indicator a 12 volt battery is provided to give the power supply. At the front end
propeller is fixed and its operated via two stroke engine coupled with shaft and pulley.
Speed sensor fixed in the shaft to measure the rpm of the propeller. Ignition switch and
auxillator are fixed on the cockpit panel.
Specification
Engine : Two stroke engine
Fuel used : Petrol
Fuel tank capacity : 3 liters
Ignition : Spark plug
RPM : 1500
Propeller material : Aluminum casting
No of blades :2
Propeller length : 6 feet
Procedure
Switch on the mains now all the indicator will illuminate.
Fill the (petrol+2t oil ) in the petrol tank and close the lid
Switch on the ignition
Rise the accelerator by pull the stick downwards slowly
Now the propeller will starts rotate note down the rpm displayed on the rpm
indicator.
Slowly reduce the speed, press the push button to switch of the engine.
Once the experiment is over switch off the mains.
Precaution
Dont stand front and side of the propeller while its rotating
Charge the battery before running the equipment
Periodically check the acid level in the battery
Check the petrol before running the equipment
Some amount 2T oil should be mix with petrol.
Result: Understand the basics use of instruments and operate the propeller.
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AIRCRAFT JACKING PROCEDURE

Aim 2:
To study the jacking procedure for Cessna 172 aircraft.
THEORY:
For maintenance activities such as rigging, levelling, retraction test, wheel brake assembly change
and major component change the aircraft must be jacked up properly. The jacking up can be done
by using single point lifting by bottle jack or three point lifting by tripod jack.
The entire airplane may be lifted by using jacks. Jack placement is dependent on specific model
and cargo pod configuration. The recommended method of jacking the airplane utilizes integral
jack points located on the bottom of the fuselage area. An alternate method is also provided which
uses tall jacks in conjunction with fabricated jack pads under the wings to raise the airplane.
Airplane jacking is used to aid in removal/installation of the landing gear and anytime the airplane
must be supported off the floor
PREFERENCE:
It is always recommended to refer the respective aircraft maintenance manual before attempting to
perform jacking up operation.
AIM:
To lift the aircraft by using jacks.
REQUIREMENT:
Man hours -3
Man power-3+1
Equipment-bottle jack, tripod jack.
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Fig.1.1 Tripod Jack
Fig.1.2 Quradrupod jack
PRECAUTIONS:
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Refer aircraft manual before jacking up the aircraft to know the correct method /procedure,
sequence of operation and requirement of equipment.
Ensure the lifting capacity of the jack and the jacks are fully serviceable.
If necessary fit the jack pads on the aircraft structure.
Avoid aircraft jacking up operation in open area.
Find out the weather status from the ATC/MET department.
Select the hard and level ground.
If required keep trestles ready for use. Do not jack up the aircraft before ensuring that the
C.G and gross weight are within safety limits.
Do not attempt to jack up the aircraft by the main gear shock strut.
Ensure that the nose landing gear upper and lower torque links are connected prior to
jacking.
Maintain the communication between the crews.
Ensure all ground support units are clear of the aircraft.
Place caution boards/sign boards on the ground near the nose, wing tip and tail of the
aircraft.
Keep the safety lines around the aircraft.
PROCEDURE:
The procedure of as per type of the aircraft and a per manufacturer instruction.
Ensure the ground is hard and without slipping.
Remove the chokes from the wheels
Place the trestles wherever it is applicable.
Place all the jacks at specified jacking points.
Deploy one person at each jacking joints.
Ensure that the jacks are properly placed.
Raise the jacks slowly till the contact of the aircraft jacking point is at contact place
slightly way out of jack and align it.
First raise the nose slightly then simultaneously all the jacks till the wheel or gear from 1
inch from the ground.
Engage the lock mechanism and lock the jack to prevent sudden collapse due to hydraulic
leakage of jack.
If the aircraft is slightly to be jacked more than 24 hours or overnight, it is recommended
to adjust the trestles at all specified station to support the aircraft weight.
Place a display board (aircraft on jacks) in front of the aircraft.
While lowering the aircraft from the jack ensure the parking brakes are in OFF position.
No loose items should be available in and around the aircraft while lowering the aircraft
and obstruction if any to be clear before lowering.
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Fig.1.3 Jacking of complete Aircraft
RESULT:
Thus the aircraft is jacked up safely without any damage to men, material and equipment.
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AIRCRAFT LEVELING PROCEDURE

Aim 3:
To place the aircraft level with the ground by using strain gauge and spirit level method (aircraft
type light weight).
THEORY:
Levelling of an aircraft is the procedure of placing an aircraft in its rigging position by means of
lifting the aircraft by hydraulic jacks so as to enable the rigging check on newly assembled aircraft
or replacement/renewal of any major component of the aircraft in order to ensure the correct fitting
and alignment of aircraft.
The rigging position is the position of the aircraft at which longitudinal and lateral axis are parallel
to the ground (Straight level position).It can be done by three different methods on the aircraft type
as follows.
1. Straight gauge and spirit level (Light aircraft)
2. Plumb bob method (large wide body)
3. Engineers steeper method for supersonic aircraft.
NOTE:
As the procedure differs always. Therefore always refer the instruction specified by manufacturer
for the correct procedure of rigging and instructions required.
OCCASIONS:
1. on replacement/renewal of major components.
2. during rigging check.
3. during symmetry check.
4. As required by manufacturers and competent authority.
REQUIREMENT:
1. Man hours-3
2. Man power-3+1
3. Document- aircraft maintenance manual, aircraft forms, aircraft rigging charts.
4. Equipment-Tripod jack (hydraulic/screw), aircraft ladder, leveling board, spirit level.
PRECAUTIONS:
Observe all the precautions while jacking up the aircraft.
Check accuracy of spirit level.
PROCEDURE:
Ensure that the aircraft is jacked up properly and place the trestles wherever it is required.
Place the longitudinal leveling board at port side.
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Place the spirit level over the longitudinal board.

Adjust the tail trestle till the bubble of the spirit level brought in center.
Repeat the same operation.
Place the spirit level after checking the accuracy.
Adjust the main jacks till the double of the spirit level in brought to the centre.
Recheck the lateral level as well as longitudinal level.
CAUTION:
Always finish the levelling procedure by checking the longitudinal level without any adjustments.
RESULT:
The aircraft is level and ready for further checks.
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AIRCRAFT SYMMETRY CHECK PROCEDURE

Aim 4:
From time to time it is necessary and advisable to check the alignment of fully assembled aircraft.
TOOLS REQUIRED:
Aircraft jacks ,pliers ,spirit level/plumb bob ,measuring tape ,drawing of the aircraft ,marker pens,
aircraft maintenance manual, aircraft servicing ladder.
SAFETY PRECAUTIONS:
All precautions as that of jacking and levelling of an aircraft. Do not step on control surface or
composite part while taking measurement.
GENERAL INFORMATION:
Symmetry checks will normally be made after any major structural repair or after the aircraft has
been subjected to severe condition such as heavy loading extremes turbines, violent manoeuvres.
Symmetry should also be done if any of the following conditions are observed.
Wrinkled or buckled skin
Area of loose or sheared rivets
Area of badly fitting panels or inspection plates
If a pilot process the flight characteristics that cannot be corrected by remission of control, it is
that fuselage and wings are out of alignment.
PROCEDURE:
Level the aircraft.
Fix the reference point along the axis of the symmetry.
Measure the distance from the reference points on the adjustable component role down the
value of drawing.
If all measurements at which the tolerance give the maintanence manual, the aircraft is in
correct alignment.
If any of the measurement or not with tolerance, the alignment must be adjusted as
specified in maintenance.
Check the vertical symmetry of the aircraft in a like manner by the use of measuring type
of check the distance between a tip of the vertical stabilizer and the horizontal stabilizer.
DOCUMENTATION:
Enter the maintenance activity carried out aircraft servicing form.
Enter the measurement valid on the drawing of the aircraft.
Enter the adjustment carried out if any of aircraft servicing form.
RESULT:
Aircraft symmetry check procedure is practiced with an understanding of safety precautions.
CONTROL SYSTEMS RIGGING PROCEDURE
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Aim 5:
To understand the underlying principle of operating procedure for aircraft control system rigging
as the method of checking the relative alignment and adjustment of an aircraft main structural
component.
GENERAL:
Aircraft structure must be rigged for alignment of all fixed component where major component are
aligned with each other.
Alignment of control surfaces and control that move the surface (i.e. adjustment of cable, length,
cable tension).Angular deflection of control surfaces must be measured.
GUIDING PRINCIPLE:
Control surface should move a certain in either direction from the neutral position. These
movement of the cockpit control. The flight with the movement of the cockpit control. The flight
control system must be adjusted to obtain the requirement.
TOOLS REQUIRED:
Tensiometer, cable rigging tension chart, protractor, rigging fixtures, contour templates, rulers,
hydraulic tools, sow spirit levels.
SAFETY PRECAUTIONS:
No damage should occur to control surface during control rigging.
PROCEDURE:
Positioning of flight control surface system in neutral and temporarily locking it with rig
pins or blocks.
Adjusting surface travel, system cable tension, linkages and adjustable stops to the aircraft
manufacturer specification.
Keep the flight control system in neutral positioning the external control surfaces lock(i.e.)
the form of channel wooden blocks) in place by sliding these into opening between the
ends of the cable movable surface and to aircraft structures.
SURFACE TRAVEL MEASUREMENTS:

The tool for measuring surface travel primarily include protractors, rigging fixtures,
containers, templates and rulers.
Various types of protractors are used for determining the flight control surfaces one
protractors that can be measured ailerons, elevators or wing flaps travels in a propeller
protractors.
This protractor is made up of frame disk, a ring and two spirit levels.
CONTROL RIGGING PROCEDURE:

Lock the cockpit control bell crank and the control surface in the neutral position.
Adjust the cable position, maintaining the rudder elevator or ailerons in the neutral
position.
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Adjust the controls stops to limit the control surface travel to the dimensions given for
aircraft being rigged check the range of movement of the control and the control surface in
both direction from neutral.
Pins, usually called rig pins are something used to simply the setting or pulling, levels in
their neutral position.
DOCUMENTATIONS:
Enter the maintenance operation done in the aircraft servicing team.
RESULT:
Thus the control rigging procedure is performed using safety precautions.
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Pneumaticcontrolsystemfordifferentcontrolsurfaces
Aim6:
TooperatetheFlapthroughpneumaticoperationatvariouspressure
Theory
Aircraftflightcontrolsystemsconsistsofflightcontrolsurfaces,therespectivecockpit
controls,connectinglinkages,andthenecessaryoperatingmechanismstocontrolan
aircraftsdirectioninflight.
Flaps
Flapsarehingedsurfacesonthetrailingedgeofthewingofafixedwingaircraftasflaps
areextended,thestallingspeedoftheaircraftisreduced,theyalsoincreasedragwhich
helpstoslowtheaircraft.
Description
Pneumaticcylinderarefittedinsidecontrolsurface(aileron,flaps,elevatorand
rudder).1/2hpcompressorisprovidedinthecontrolpaneltosupplytheair
FRL,5/2&5/3handleveroperatedvalvearefittedinthecontrolpaneltovary
thepressureandcontrolthedirection.Togettheneutralpositionofthecontrol
surface high extension spring is placed inside the cockpit and connected to all
thecontrolsurface.
Specification
Cylinderoperatingpressure =7bar(max10bar)
5/2valve =handleveroperatedvalve
Compressorcapacity =hp
Procedure:
General
Switchonthecompressor
SettherequiredpressureintheFRL(6bar)
Flapoperation
Pushthehandleveroperatedvalvedownbothflapsmovesdownward.
Note down the time durations of the movement of flaps from neutral to
downwardusingstopwatch.
Centeringthestickreturnstheflaptoneutralposition.
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Again repeat the same procedure for different pressure at 5 bar, 4 bar, 3 bar.
Thennotedownthetimedurationatdifferentpressure.
Once the operation complete switch off the compressor and drain the
compressorvalve
Precaution
Donotoperatethesystemmorethan6bar.
RegulatethepressureinFRLandclosetheuppervalve.

Result: At higher pressure flaps down in minimum time duration means as pressure is
decreasesthetimeisincreases.
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Aim7:
TooperatetheAileronsthroughpneumaticoperationatvariouspressure
Theory
Aileroncontrolsystem
Aileronsaremountedonthetrailingedgeofeachinwingnearthewingtips,andmovein
opposite directions. When the pilot moves the stick left or turns the wheel counter
clockwisetheleftailerongoesupandrightailerongoesdown.Araisedaileronreduces
lift on that in and a lowered one increases lift, so moving the stick left causes the left
wingtodropandrightwingtorise.Thiscausestheplanetobankleft.Centeringthestick
returnstheailerontoneutralposition.
Description
thecontrolsurface.
Specification
5/3valve(Differential) =handleveroperatedvalve
Procedure:
General
Aileronoperation
Push the hand lever operated valve up now the left aileron moves up and right
aileronmovesdown.
Pushthehandleveroperatedvalvedownnowtheleftaileronmovesdownand
rightaileronmovesup.
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Centeringthestickreturnstheailerontoneutralposition.
Repeat the above three steps at different pressures and note down the time
durations.
compressorvalve
Precaution

Result:AthigherpressureAileronsdowninminimumtimedurationmeansaspressureis
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Aim8:
TooperatetheElevatorthroughpneumaticoperationatvariouspressure
Theory
Elevatorcontrolsystem
Anelevatorismountedonthebackedgeofthehorizontalstabilizeroneachsideofthe
fininthetail.Theymoveupanddowntogether.Whenthepilotpullsthestickbackward,
the elevator goes up, pushing the stick forward causes the elevator to go down. This
makesthewingsflyatahigherangleofattackwhichgeneratesmoreliftandmoredrag.
Description
thecontrolsurface.
Specification
Procedure:
General
Elevatoroperation
Pushthehandleveroperatedvalveupnowboththeelevatormovesup
Pushthehandleveroperatedvalvedownupnowboththeelevatormovesdown
Centeringthestickreturnstheelevatortoneutralposition.
durations.
compressorvalve
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Precaution

Result:AthigherpressureElevatordowninminimumtimedurationmeansaspressureis
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Aim9:
TooperatetheRudderthroughpneumaticoperationatvariouspressure
Theory
Ruddercontrolsystem
The rudder is typically mounted on the back edge of the fin in empennage. When the
pilot pushes the left pedal, the rudder deflects left , When the pilot pushes the right
pedal, the rudder deflects right , deflecting the rudder right pushes the tail left and
causesthenosetoyawrightCenteringtherudderpedalsreturnstoneutralpositionand
stopstheyaw.
Description
thecontrolsurface.
Specification
Procedure:
General
Rudderoperation
Pushthehandleveroperatedvalveupnowtheruddermovestoleftposition
Push the hand lever operated valve down up now the rudder moves to right
position
Centeringthestickreturnstheruddertoneutralposition.
durations.
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compressorvalve
Precaution

Result:AthigherpressureElevatordowninminimumtimedurationmeansaspressureis
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FUEL SYSTEM
Aim 10:
To study the pressure test and perform the basic aircraft fuel system operation.
Theory
The fuel system is one of the most important systems in an aircraft and its purpose to
stores, manages and supplies the fuel to the aircraft engine. The purpose of the aircraft
fuel system is to deliver a uniform flow of clean fuel under constant pressure to the engine
at various phases of flight such as changes in altitude, rapid maneuvering, sudden
acceleration or deceleration. To accomplish this task, the fuel system must be properly
maintained. In general, aircraft fuel systems are divided into two categories-the aircraft
fuel system and the engine fuel system. The aircraft fuel system consists of fuel tanks,
float-operated transfer valves, selector and shutoff valves, and fuel tank boost pumps.
Types of fuel system
Generally, the fuel systems are classified into two broad categories on the basis of method
to supply the fuel to engine . In small and light aircraft generally gravity feed fuel system
is used while in large turbine engine aircraft pressure feed fuel system is used.
Gravity Feed System
This system makes use of the force of gravity to deliver the fuel in the power plants from
storage tanks. It is most commonly used in high wing light aircrafts in which the engine is
located below the main wing as a result below the fuel tank (as the fuel tanks are generally
located on main wings). This is the simplest and cheapest mode of fuel feed system as no
additional complex components are used and uses only the gravity force. The main
disadvantage of this system is it is affected by vapor lock which stops the fuel to flow
through the pipelines.
Vapor lock is caused by high altitude and high temperature operations; the solution to
vaporization is to provide a positive pressure with the help of fuel pump.
Pressure Feed System
Most of the aircrafts are designed such that engine is mounting above the fuel tank for e.g.
mid wing or low wing configured aircraft, or the engine is far away from the fuel tank, in
this case the gravity fuel feed system cannot be used and therefore a need of positive
pressure is developed to supply the fuel in adequate amount to the engines. It generally
makes use of two electric pumps for the feeding of fuel into the engines. As stated above,
the fuel system and its components vary from aircraft to aircraft the use of two electric
pumps is the most basic method used. The complexity of fuel system increases with
increase in aircraft size; a large transport aircraft or a maneuverable combat aircraft.
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Fig.1 Gravity feed system
FUEL SYSTEM COMPONENTS / ACCESSORIES

Common fuel tank parts include pumps, strainers, fuel quantity indicators, valves to
control fuel level or routing, and vents and drains. These parts provide capabilities for
fueling, defueling, and fuel system management.
Pumps
The aircraft fuel system uses transfer pumps and boost pumps to deliver a continuous
supply of fuel to the injection systemm or carburretor under all operating conditions.
Pressure gauge will shows the proper indication of the pump . by pass valve is provided to
make sure that fuel keeps flowing when the pump is not operating.
Boost pumps or auxillary pumps are installed to assist the engine pump and they also
purge the fuel lines from vapor.
Fuel pump
Fuel pumps are used to supply fuel through the system. Their main another or from engine
back to tanks. Basically 3 types of fuel pumps are used:
Vane type pump
It is a constant displacement type pump. Uses a rotor which turns the
vanes in the cylinder and these vanes act to push fuel through the system.
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Fig 2 vane pump
Centrifugal boost pump

They are used to supply fuel from one tank to other or from tank to engine. Centrifugal
pumps are electrically driven and can operate at different speeds as per requirement. Low
speed is used to supply fuel while starting and high speeds are used to supply fuel from
one tank to another.
Fig 3 centrifugal boost pump
Ejector pump
Ejector pumps are normally used to scavenge (eliminate) fuel from remote areas. It works
on the venturi principle
Fig 4 Ejector pump
Fuel Tanks
Fuel tanks are used to store the fuel, they are made of such materials that it does not react
with fuels. Different types of aircraft use various fuel tanks and depend on the location of
tank and size of aircraft. The three basic types of fuel tanks in use are-Rigid Removable,
Integral & Bladder Type. Fuel Tanks are integrally built into the structure of the aircraft
either wing or fuselage.
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Strainers
Strainers are installed in the tank outlets and frequently in the tank filler necks. These
strainers are of fairly coarse mesh and prevent only the larger particles from entering the
fuel system.
Fig 5 strainers
Fuel Quantity Indicators

It is necessary for every aircrafts fuel system to have fuel quantity indicators equipped in
it, so that the amount of fuel present in the fuel tanks can be known for the purpose of safe
flight.
Sight glass gauge
It is the simplest type of fuel quantity indicator. It is generally a glass tube placed on same
level as the fuel tank. It works on the principle that a liquid seeks its own level.
Fuel Selectors
The fuel selector valve allows selection of fuel from various tanks. A common type of
selector valve contains four positions: LEFT, RIGHT, BOTH, and OFF. Selecting the
LEFT or RIGHT position allows fuel to feed only from that tank, while selecting the
BOTH position feeds fuel from both tanks. The LEFT or RIGHT position may be used to
balance the amount of fuel remaining in each wing tank.
Fuel Strainers, Sumps, and Drains
After leaving the fuel tank and before it enters the carburetor, the fuel passes through a
strainer which removes any moisture and other sediments in the system. Since these
contaminants are heavier than aviation fuel, they settle in a sump at the bottom of the
strainer assembly. A sump is a low point in a fuel system and/or fuel tank. The fuel system
may contain sump, fuel strainer, and fuel tank drains, which may be collocated. The fuel
strainer should be drained before each flight. Fuel samples should be drained and checked
visually for water and contaminants. Water in the sump is hazardous because in cold
weather the water can freeze and block fuel lines. In warm weather, it can flow into the
carburetor and stop the engine. If water is present in the sump, more water in the fuel tanks
is probable and they should be drained until there is no evidence of water. Never take off
until all water and contaminants have been removed from the engine fuel system.
Fuel Injection System
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In a fuel injection system, the fuel is injected directly into the cylinders, or just ahead of
the intake valve. The air intake for the fuel injection system is similar to that used in a
carburetor system, with an alternate air source located within the engine cowling. This
source is used if the external air source is obstructed. The alternate air source is usually
operated automatically, with a backup manual system that can be used if the automatic
feature malfunctions. A fuel injection system usually incorporates six basic components:
an engine-driven fuel pump, a fuel/air control unit, fuel manifold (fuel distributor),
discharge nozzles, an auxiliary fuel pump, and fuel pressure/flow indicators. The auxiliary
fuel pump provides fuel under pressure to the fuel/air control unit for engine starting
and/or emergency use. After starting, the engine-driven fuel pump provides fuel under
pressure from the fuel tank to the fuel/air control unit.
Fig 6 fuel injector system
This control unit, which essentially replaces the carburetor, meters fuel based on the
mixture control setting, and sends it to the fuel manifold valve at a rate controlled by the
throttle. After reaching the fuel manifold valve, the fuel is distributed to the individual fuel
discharge nozzles. The discharge nozzles, which are located in each cylinder head, inject
the fuel/air mixture directly into each cylinder intake port.
A fuel injection system is considered to be less susceptible to icing than the carburetor
system, but impact icing on the air intake is a possibility in either system. Impact icing
occurs when ice forms on the exterior of the aircraft, and blocks openings such as the air
intake for the injection system.
Advantages of fuel injection:
Reduction in evaporative icing
Better fuel flow
Faster throttle response
Precise control of mixture
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Better fuel distribution

Easier cold weather starts
Disadvantages:
Difficulty in starting a hot engine
Vapor locks during ground operations on hot days
Specification:
Main tank capacity = 3.5 litres
Sump tank capacity = 15 litres
Pump electric supply = 12v 5 amps
Procedure
General
Fill 15 litres petrol in the sump tank and close the lid
Close the drain valve
Switch on the main pump now the petrol will start flowing to the main tank
Once both the tank is filled nearly 75 % open the selector valve (V1 & V2)
Check the pressure in the pressure gauge
Switch the booster pump now the flow to strainer
To check the fuel flow in injector close the by pass valve
Now press the injection switch fuel will starts spray collect the fuel in the
measuring jar.
Once it complete open the by pass valve
Switch off both the pump open the drain valve.
FUEL SYSTEM COMPONENTS AND INSPECTION PROCEDURES

Fuel System Component Inspection Periodically, the entire fuel system must be inspected
for wear, damage, and leaks. Fuel system parts must be inspected for security of mounting,
leaks, and loose connections. Maintenance should be limited to such items as the
tightening of connections to eliminate leaks and the replacement of defective units.
Additionally all units must be securely mounted and all connections tight and properly
safetied.
Pump
The pump should be checked periodically for proper operation and correct pressure output.
The pump assemblies must be checked for leaks, the condition of the fuel, and the
condition of the electrical connections. The drain lines must be free of traps, bends, and
restrictions.
Strainer
The main-line strainer must be drained to eliminate any water and/or sediment. The screen
must be removed and cleaned at the intervals. The sediment removed from the housing
should be examined thoroughly. Particles of rubber are often early warnings of
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deterioration of hose or self-sealing tanks. The strainer must be checked for leaks and
damaged gaskets.
Fuel Lines and Fittings
The lines must be inspected to see that they are properly supported and that the nuts and
clamps are securely tightened. A spanner should be used to tighten hose clamps to the
proper torque, the clamp should be tightened finger tight plus the number of turns
specified for the hose and clamp. If the clamps do not give a seal at the specified torque,
the clamp, the hose, or both should be replaced.
Selector Valves
Selector valves should be rotated and checked for free operation, excessive backlash, and
accurate pointer indicators. If the backlash is excessive, the entire operating mechanism
should be checked for worn joints, loose pins, and broken drive lugs. Defective parts in the
operating mechanism must be replaced.
Filter Clogging
If the Main Pump is in Operation if any Fuel Pressure drop absorbed due to Filter
Clogging/malfunctioning of Main pump we have to Switch to Auxiliary Pump, then fuel
will flow through Aux. Pump. The Pressure drop will be identified by the Change in the
Pressure Gauge & also light in the display panel will indicate if the pressure drops than the
limit. The Auxiliary Pump will be used in emergency purpose manually in this mode due
to malfunctioning of main pump or main filter clog.
Precaution:
Dont empty the tank
Fill petrol of 15 liters in the sump tank
While operating the test rig close the drain valve

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University Institute of Engineering

Fig. 1.1 Basic flight instruments

How the turn coordinator works?

Measured in degrees (0-north, 90-west, 180-south, and 270-east)

Vertical speed indicator:

AIRCRAFT JACKING PROCEDURE

Fig.1.1 Tripod Jack

Fig.1.2 Quradrupod jack

Fig.1.3 Jacking of complete Aircraft

AIRCRAFT LEVELING PROCEDURE

Place the spirit level over the longitudinal board.

AIRCRAFT SYMMETRY CHECK PROCEDURE

CONTROL SYSTEMS RIGGING PROCEDURE

SURFACE TRAVEL MEASUREMENTS:

CONTROL RIGGING PROCEDURE:

Fig.1 Gravity feed system

FUEL SYSTEM COMPONENTS / ACCESSORIES

Fig 2 vane pump

Centrifugal boost pump

Fig 3 centrifugal boost pump

Fig 4 Ejector pump

Fuel Quantity Indicators

Fig 6 fuel injector system

Better fuel distribution

FUEL SYSTEM COMPONENTS AND INSPECTION PROCEDURES

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