MULTIPLE REGIME BASED FAULT DETECTION of AIRCRAFT PISTON ENGINE

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Maximilian Parrish
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MULTIPLE REGIME BASED FAULT DETECTION of AIRCRAFT PISTON ENGINE Dubravko, HEP, Zagreb, CROATIA, Phone: (1)6113032; dmiljkovic@hep.

Due to large variation of parameters during normal engine operation provided alarm limits are set to values that include large acceptable deviations during alarm limits for each of regimes.

1 MULTIPLE REGIME BASED FAULT DETECTION of AIRCRAFT PISTON ENGINE Dubravko, HEP, Zagreb, CROATIA, Phone: (1) ; ABSTRACT - Graphic engine monitors have a capability of setting alarm limits for particular group of engine parameters. Due to large variation of parameters during normal engine operation provided alarm limits are set to values that include large acceptable deviations during alarm limits for each of regimes. With these tighter limits it may be possible to detect smaller engine problems earlier. aircraft, piston engine, engine monitor, regime switching, fault detection 1. INTRODUCTION Figure 1. Figure 1 Six cylinder aircraft piston engine Figure 2 Figure 2 Engine monitor probes 2. GRAPHIC ENGINONITOR Figure 3 Engine monitor with separate bars for EGT and CHT (JPI EDM 830) Figure 3 16

2 2.1. ENGINONITOR PARAMETERS Table 1 Monitored engine parameters IAT DIF FF Fuel Flow 2.2. ALARM LEVELS Table 2 Default Engine Monitor Alarm Limits Measurement Low Limit TIT DIF on 3. MULTIPLE REGIME Figure 4 Multiple regimes and regimes switching 3.1. CHOICE of the REGIMWITCH- ING VARIABLE Revolutions per Minute (RPM) 17

3 Figure 5 RPM in Figure 5 Table 3 Table 3 Minimal and maximal values for RPM min max r Table 4 Engine regimes as a function of RPM Percent of Maximal Horse Power (%HP) calculation and variables involved. Figure 6 %HP Figure 6 r Table 5. Table 5 Engine regimes as a function of calculated % HP rameters alone. 18

4 Figure 7 Communication between graphic engine monitor and GPS receiver (JPI EDM 700/800 with a Bendix/King KLN 90/90A/90B) - JPI Instruments in Figure 7 Table 6 Table 6 Taxi Descent Table 7 v cessive altitudes h ti and h ti+1 t i and t i+1 Table 7 Flight Phase Determination for Constant Speed Propeller kn v Taxi v Descent v IF SPEED < 3 AND 800< RPM < Engine run-up IF 3< SPEED <20 AND 30< VS <30 2 AND RPM <1500 Taxi IF 3< SPEED <45 3 AND 30< VS <30 2 AND RPM >2300 Take-off IF SPEED >45 3 AND VS >200 AND RPM > 2000 Climb IF SPEED >45 3 AND -200< VS <200 Cruise IF SPEED >45 3 AND VS < -200 Descent In real world small 19

5 3.2. CHOICE of PARAMETERS for FAULT DETECTION N c N T turbos. min max min max max max C max and E max. C span and E span. are also Table 8 Parameters under consideration for fault detection max C max max E max C span E span 4. STATISTICAL PROPERTIES of ENGINE PARAMETERS 4.1. ANALYSIS of LOG FILES tion C max E max C span E span and in Figures

6 Figure 8 AX Figure 11 PAN Figure 9 AX Figure 12 Figure 10 C span Figure STATISTICAL SUMMARY in FORM of PERCENTILES Figure 14 Figure STATISTICAL SUMMARY of SELECTED PARAMETERS for ALL REGIMES Figure 16 and Table 9. 21

7 Figure 16 C max, E max, C span, E span,,, and Table 9 Statistical summary for all regimes min max 4.4. STATISTICAL SUMMARY of SE- LECTED PARAMETERS for SEPARATE REGIMES In a similar manner statistical summaries ration is involved. Statistical summaries Rotations Per Minute (RPM) Table 4 Table 10. Table 10 Statistical summary for RPM var min max var min max var min max var min max var min max var min max 22

8 % of maximal Horse Power (%HP) Flight Phase (determine with GPS) Table 11 Statistical summary for %HP var min max var min max var min max var min max var min max var min max Table 12 var min max var min max var min max var min max var min max var min max

9 5. METHOD for FAULT DETECTION Table 2 Table 9 lems. Figure 17 Method for fault detection Tables It L L,i,r p i r L H,i,r p i r 5.1. ADJUSTING SENSITIVITY for FAULT DETECTION L L,i L H,i p i p i p i i Figure 18 Permitted number of threshold exceedances within a specified time frame 24

10 6. CONCLUSION 7. REFERENCES tia 25

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