Remote Sensing and Indication

Uzaktan Algılama ve Indikasyon

Nezih KAYA
 Remote Sensing and Indication
• It is often impractical or impossible to utilize direct reading gauges for
information needed to be conveyed in the cockpit.
• Placing sensors at the most suitable location on the airframe or engine and
transmitting the collected data electrically through wires to the displays in the
cockpit is a widely used method of remote-sensing and indicating on aircraft.
• Many remote sensing instrument systems consist simply of the sensing and
transmitter unit and the cockpit indicator unit connected to each other by
wires.
• For pressure flight instruments, the ADC and pickup devices (pitot tubes, static
vents, etc.) comprise the sensing and transmitter unit.
• Many aircraft collect sensed data in dedicated engine and airframe computers.
• There, the information can be processed.
• An output section of the computer then transmits it electrically or digitally to
the cockpit for display.
 Remote Sensing and Indication
• Small electric motors inside the instrument housings are used to position the
pointers, instead of direct-operating mechanical linkages.
• They receive electric current from the output section of the ADC or other
computers.
• They also receive input from sensing transmitters or transducers that are
remotely located on the aircraft.
• By varying the electric signal, the motors are turned to the precise location
needed to reflect the correct indication.
• Direct electric transmission of information from different types of sensors is
accomplished with a few reliable and relatively simple techniques.
• Note that digital cockpit displays receive all of their input from a DADC and
other computers, via a digital data bus and do not use electric motors.
• The data packages transmitted via the bus contain the instructions on how to
illuminate the display screen.
 DC Selsyn Systems
• On aircraft with direct current (DC) electrical systems, the DC selsyn system is
widely used.
• The selsyn system consists of a transmitter, an indicator, and connecting wires.
• The transmitter consists of a circular resistance winding and a rotatable contact
arm.
• The rotatable contact arm turns on a shaft in the center of the resistance winding.
• The two ends of the arm are brushes and always touch the winding on opposite
sides.
 DC Selsyn Systems
• On position indicating systems, the shaft to which the contact arm is
fastened protrudes through the end of transmitter housing and is attached
to the unit whose position is to be transmitted (e.g., flaps, landing gear).
• The transmitter is often connected to the moving unit through a
mechanical linkage.
 DC Selsyn Systems
• As the unit moves, it causes the transmitter shaft to turn.
• The arm is turned so that voltage is applied through the brushes to any two points around the
circumference of the resistance winding.
• The rotor shaft of DC selsyn systems, measuring other kinds of data, operates the same way, but
may not protrude outside of the housing.
• The sensing device, which imparts rotary motion to the shaft, could be located inside the
transmitter housing.
 DC Selsyn Systems
• The resistance winding of the transmitter is tapped off in three fixed places,
usually 120° apart.
• These taps distribute current through the toroidial windings of the indicator
motor.
• When current flows through these windings, a magnetic field is created.
• Like all magnetic fields, a definite north and south direction to the field exists.
 DC Selsyn Systems
• As the transmitter rotor shaft is turned, the voltage-supplying contact arm moves.
• Because it contacts the transmitter resistance winding in different positions, the
resistance between the supply arm and the various tapoffs changes.
• This causes the voltage flowing through the tapoffs to change as the resistance of sections
of the winding become longer or shorter.
• The result is that varied current is sent via the tapoffs to the three windings in the
indicator motor.
 DC Selsyn Systems
• The resultant magnetic field created by current flowing through the indicator
coils changes as each receives varied current from the tapoffs.
• The direction of the magnetic field also changes.
• Thus, the direction of the magnetic field across the indicating element
corresponds in position to the moving arm in the transmitter.
 DC Selsyn Systems
• A permanent magnet is attached to the centered rotor shaft in the indicator, as is the
indicator pointer.
• The magnet aligns itself with the direction of the magnetic field and the pointer does as
well.
• Whenever the magnetic field changes direction, the permanent magnet and pointer realign
with the new position of the field.
• Thus, the position of the aircraft device is indicated.
 DC Selsyn Systems
• Landing gear contain mechanical devices that lock the gear up, called an up-
lock, or down, called a down-lock.
• When the DC selsyn system is used to indicate the position of the landing
gear, the indicator can also show that the up-lock or down-lock is engaged.
• This is done by
again varying
the current
flowing
through the
indicator’s
coils.
• Switches
located on the
actual locking
devices close
when the locks
engage.
 DC Selsyn Systems
• The circuit adds an additional resistor to one of the transmitter winding sections created
by the rotor arm and a tapoff.
• This changes the total resistance of that section.
• The result is a change in the current flowing through one of the indicator’s motor coils.
• This, in turn, changes the magnetic field around that coil.
 DC Selsyn Systems
• Therefore, the combined magnetic field created by all three motor coils is also
affected, causing a shift in the direction of the indicator’s magnetic field.
• The permanent magnet and pointer align with the new direction and shift to the
locked position on the indicator dial.
 AC Synchro Systems
• Aircraft with alternating current (AC) electrical power systems make
use of autosyn or magnasysn synchro remote indicating systems.
• Both operate in a similar way to the DC selsyn system, except that
AC power is used.
• Thus, they make use of electric
induction, rather than
resistance current flows
defined by the rotor brushes.
 Magnasyn systems
• Magnasyn systems use permanent magnet rotors such a those found in the DC
selsyn system.
• Usually, the transmitter magnet is larger than the indicator magnet, but the
electromagnetic response of the indicator rotor magnet and pointer remains the
same.
• It aligns with the magnetic field
set up by the coils, adopting
the same angle of deflection as
the transmitter rotor.
 Autosyn sistemler
• Autosyn systems are further distinguished by the fact that the
transmitter and indicator rotors used are electro-magnets rather than
permanent magnets.
• Like a permanent magnet,
an electro-magnet aligns
with the direction of the
magnetic field created by
current flowing through the
stator coils in the indicator.
• Thus, the indicator pointer
position mirrors the
transmitter rotor position.
 AC Synchro Systems
• AC synchro systems are wired differently than DC systems.
• The important characteristic of all synchro systems is
maintained by both the autosyn and magnasyn systems.
• That is, the position of the transmitter rotor is mirrored by
the rotor in the indicator.
• These systems are used in many of the same applications as
the DC systems and more.
• Since they are usually part of instrumentation for high
performance aircraft, adaptations of autosyn and magnasyn
synchro systems are frequently used in directional indicators
and in autopilot systems.