Up to 32 channels, including temperature, ignition timing, engine r.p.m., fuel flow and clutch-actuation pressure are logged.
The engine computer reads sensors located at the crank and cam shaft of the engine to regulate fuel flow, match air intake or even adjust the spark timing for various RPMs and engine loads.
Many of them used to spend long hours sifting through statistical documents about engine vibrations, temperatures, fuel flow and so on, while waiting for engines to break down before fixing them.
Aircraft now use complex computer-driven controls to adjust engine speed and fuel flow while all critical conditions are monitored continuously.
So, manufacturers are now working on sophisticated, computerized systems for managing engine performance and fuel flow, with the goal of making the exhaust much cleaner even before it goes into the catalytic converter.
In spark ignition engines the intake fuel flow exists in several streams, these being vapour, liquid droplets and liquid wall film.
The elevated temperature which is reached, and the high energy released during sparks are very favourable for engine ignition, even when internal engine temperature, pressure and fuel flow are unfavourable.
That is, for the same engine type and known fuel flow rates, emission quantities can be calculated using the developed models.
Considered in the analysis are aircraft flight parameters such as aircraft altitude, ground speed and weight, as well as engine parameters such as fuel flow rate, rotation speeds of the low pressure system (N1) and the high pressure system (N2) on percentage bases, and exhaust gas temperature (EGT).
Unlike conventional gasoline engines, the approach uses fuel flow as the primary control variable to compensate for sudden fluctuations in engine load resulting in a fuel assisted idle speed control strategy.
