1、SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and enginee ring sciences. The use of this report is entirelyvoluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefr
2、om, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invit es your written comments and suggestions.Copyright 1997 Society of Automotive Engineers, Inc.All rights reserved. Printed in U.
3、S.A.QUESTIONS REGARDING THIS DOCUMENT: (412) 772-8510 FAX: (412) 776-0243TO PLACE A DOCUMENT ORDER: (412) 776-4970 FAX: (412) 776-0790400 Commonwealth Drive, Warrendale, PA 15096-0001AEROS PACE INFORM ATION REPORTSubmitted for recognition as an American National StandardAIR1963 RE V. AIssued 1987-12
4、Reaffirmed 1991-05Revised 1997-06Superseding AIR1963C ockpit I nformation R equired for H elicopterT urbine E ngine O peration and M aintenanceFOREWORDChanges in this revision are format/editorial only.1. SCOPE:This SAE Aerospace Information Report (AIR) identifies Propulsion Engineers recommendatio
5、ns for the instrumentation that is required for the safe operation and maintenance of turbine engines as installed in helicopters. It should be used as a guide for cockpit layout, as well as a reference for maintenance considerations throughout the propulsion area. Propulsion instruments should rece
6、ive attention early in the design phase of the helicopter. Maintenance and diagnostics recorders are not considered within the scope of this document. (See ARP1587, “Aircraft Gas Turbine Engine Monitoring System Guide”.)2. APPLICABLE DOCUMENTS:The following publications form a part of this document
7、to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this docume
8、nt takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.2.1 SAE Publications:Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.ARP1217 Instrumentation Requirements for Turboshaft Engine Perfo
9、rmance MeasurementARP1587 Aircraft Gas Turbine Engine Monitoring System GuideSAE AIR1963 Revised A- 2 -2.2 FAR Publications:Available from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591.FAR 29 Airworthiness Standards: “Transport Category” and “Rotorcraft”3. RECOMM
10、END INSTRUMENTS:Discussion:3.1 Measured Gas Temperature:This instrument may be analog and/or analog digital. Normally this instrument has a scale from 100to 1000 C or higher. It has coded on it the maximum operating temperature of the hot gas in the engine for the various modes of operation (i.e., s
11、tarting temperature allowables, maximum short time temperature allowable, continuous temperature allowable, etc.). It may be advantageous to expand the scale in the higher region of operation to improve readability and/or accuracy.3.2 Engine Torque:Engine torque indication is extremely important to
12、the pilot for safe operation of the helicopter drive train.It is the only direct measurement of the power output (when used in conjunction with shaft speed) of the engine and it is used for engine thermodynamic health monitoring as well as drive train loading.3.3 Gas Producer Speed Indicator:This in
13、strument also may be analog and/or analog digital. Its normal scale is from 0 to 110%. It is used by the pilot to monitor speed of the compressor rotor and maintain the operation of the engine within its approved limitations.3.4 Power Turbine Speed:The power turbine speed in some cases is not provid
14、ed and the helicopter rotor speed is utilized in lieu of it. It can be used by the pilot to indicate function of the drive train freewheeling unit or as a backup in case of failure of the helicopter rotor speed indication. It may also be used to check the power turbine overspeed protection system.3.
15、5 Engine Oil Temperature:This parameter is normally used to indicate proper functioning of the oil temperature control system. Loss of cooling capability is usually obvious to the pilot; however, in many applications (especially civil), a high temperature warning device is provided. In some cases, a
16、bnormal increases indicate that a failure is in progress or has already occurred.SAE AIR1963 Revised A- 3 -3.6 Engine Oil Pressure:Oil pressure provides the lubricant flow to the engine for good safe operation. Abnormally high or low oil pressure may indicate an unsafe or impending failure condition
17、 thus forewarning the pilot that an engine failure is imminent. In certain applications, oil pressure only may be used to indicate proper lube system function and temperature indication is not required. However, the non-indication of oil temperature may be appropriate for certain systems, but it sh
18、ould be recognized that for civil applications this does not meet rotorcraft FARS (i.e., FAR 29.1305).3.7 Fuel Pressure:Fuel pressure indication provides the pilot with the knowledge that the airframe supply to the engine is functioning properly. With suction or lift systems, pressure measurement at
19、 the engine inlet port is of lesser importance and the pressure sense is sometimes extracted within the engine pumping system. A low pressure indicator light may be used instead of an instrument to indicate system malfunction. Fuel flow measurement has been substituted in place of a pressure gage wi
20、th a suction system.3.8 Engine Vibration:The most common method of measurement consists of mounting accelerometers at specified locations on the engine casing and comparing the values to a known baseline. As the reliability of vibration equipment improves, the vibration pick-ups may be permanently i
21、nstalled for inflight monitoring. To date, this has not been a widespread practice.3.9 Fuel Flow:Fuel flow meters have been installed in helicopters for the primary purpose of inflight range and endurance optimization. This parameter is not essential, but can be useful as a backup for other instrume
22、ntation, i.e., torque indication.3.10 Secondary/Advisory Functions:These items are usually displayed as caution or advisory light functions.3.10.1 Anti-Icing Functions: Usually a light indicating that the engine anti-ice system is active.3.10.2 Impending By-Pass Fuel Filter: A light that informs the
23、 pilot the fuel filter is about to go into by-pass flow and allow contamination to enter the fuel metering system. This function may also be a mechanical pop-up button located on or near the fuel filter. Also, pop-up buttons may indicate filter by-passed condition.3.10.3 Impending By-Pass Oil Filter
24、 A light that informs the pilot the oil filter is about to go into by-pass flow and allow contaminants to enter the lubrication supply system. This function may also be a mechanical pop-up button located on or near the oil filter. Also, sometimes pop-up buttons are used to indicate by-pass conditio
25、ns.SAE AIR1963 Revised A- 4 -3.10.4 Fuel Control Mode: Usually a light that tells the pilot he has selected the engine fuel control in a backup or secondary mode. Some systems may incorporate a warning light which indicates activation of an extra fuel flow control system for emergency purposes (one
26、engine inoperative in multi-engine installation).3.10.5 Electronic Fuel Control Failure: Advisory light that informs the operator that the electronic fuel control has malfunctioned or that automatic reversion has occurred. This function may operate with the fuel control mode as described in 3.10.4.3
27、10.6 Chip Detector: Chip detectors may be located at selected positions within the engine lubrication system to provide warning of impending failure. This function is most often displayed as an advisory light in the cockpit. Fuzz burn off type chip detectors have been successfully employed to avoid
28、 nuisance indications.3.10.7 Engine Failure Indication: This function provides the pilot with a positive indication that the engine has ceased to perform so that he can take the proper safety measures. This indication may be either a light or an audio signal.3.10.8 Low Oil Pressure: In the event tha
29、t the pilot does not notice a low oil pressure situation, a light on the master caution panel is provided.4. DISCUSSION:As can be seen in the previous section, the various parameters necessary for engine operation have been discussed. As is the case of most items of this nature, there is always more
30、 than one way to accomplish the desired result.Several problem areas must be addressed when selecting instruments and their location. Obviously, readability is every bit as important as accuracy. A poorly located but accurate instrument will not produce the desired result. Accuracy requirements are
31、outlined in ARP1217 Instrumentation Requirements for Turboshaft Engine Performance Measurement.Another important feature of an instrument is time response. If the system response is too slow, then the pilot does not receive the information in time to perform the proper corrective action.5. METHODS:5
32、1 Analog Methods:The analog is the most traditional approach which is in current use today. Round indicators with needle cursors represent this approach. Some new hardware in the form of vertical tape instruments is beginning to come forth but as yet it has not completely replaced the round analog
33、type instrumentation.SAE AIR1963 Revised A- 5 -5.2 Digital Methods:Digital displays are being used more and more in conjunction with an analog presentation. The two combined represent a very effective data presentation. The analog needle allows the observer to scan for approximation of value and nee
34、dle motion imparts a sense of rate change. The digital readout reduces reading error.5.3 Multi-Function Displays:This type of display represents the latest in cockpit layout and design. It consists primarily of a cathode ray tube which either automatically or by pilot command displays the informatio
35、n that is available in the conventional cockpit instrument panel.6. INSTRUMENT MARKINGS:The FAA regulations concerning instrument markings for civilian helicopters are very explicit in regards to the prescribed manner in which powerplant instruments should be marked. (See FAR 29.1549.) For Military application each service normally has a set of criteria for the cockpit markings.PREPARED BY SAE COMMITTEE S-12, HELICOPTER POWERPLANT
