ENGINE INDICATING INSTRUMENTS

1) FUEL PRESSURE
 BORDON TUBE
 DIAPHRAGM OR PRESSURE CAPSULES
 BALLOWS
 ELECTRICAL
2) FUEL FLOW INDICATOR

` #CONTINUOUS FLOW FUEL INJECRION SYSTEM MEASURES THE

PRESSURE DROP ACROSS THE FUWL INJECTION NOZZLES DETERMINING
FUEL FLOW

#PROBLE: IF THE FUEL INJECTOR BECOMES CLOGGED THIS PRESSURE

DIFFRENTIAL ACROSS THE INJECTORS WITH A CORRESPONDING INCREASE
IN FLOW INDICATON IN COCKPIT INCREASES THUS IT CAN INCREASE
POSSIBILITIES OF FALSE HIGH FUEL FLOW…

3) VOLUME FUEL FLOW INDICATOR

# AUTOSYN SYSTEM INCORPORATING A MOVABLE FUEL VAIN LINE
WITH THE ENGINE

4) MASS FUEL FLOW INDICATOR

a. BECAUSE OF JET FUELS VOLUME CHANGING DRAMATICALLY
WITH THE TEMP. TURBINE FUEL FLOW IS MEASURED IN TERMS
OF MASS
b. IN ORDER TO MEASURE MASS FUEL FLOW THE SYSTEM WORKS
ON THE MAGNESYN PRINCIPLE: “SYSTEM CONSISTS OF TWO
CYLINDERS, AN IMPELLER AND TURBINE MOUNTED IN THE MAIN
FUEL LINE TO THE ENGINE”
5) FUEL TOTALIZER
a. PROVIDES A DIGITAL READOYUT TO PILOTS ON AMOUNT OF
FUEL USED, FUEL REMAINING, CURRENT RATE OF FUEL
CONSUMPTION, AND TIME REMAINING FOR FLIGHT A CURRENT
SETTING.
b. OLDER SYSTEM USED MECHANICAL COUNTERS THAT RESPONDS
TO ELECTRICAL PULSES NEWER USE ELECTERONIC COUNTERS
WITH DIGITAL READOUTS
6) CARBURATOR AIR TEMP(CAT)
 A. MEASURED AT CARBURATOR ENTERANCE BY A TEMPERATURE
SENSING BULB IN THE RAM AIR INTAKE
B. INFORMS THE PILOT WHEN TEMP AT CARB CAN SUPPORT THE
FORMATION OF ICE
C. CAN ALSO IDENTIFY THE ON SET OF DETONATION IF CARB TEMP
IS EXCESSIVELY HIGH
D. RED LINE INDICATES MAX OPERATING TEMP WITH CHANCE OF
DETONATION OCCURING
E. OBSERVATION BEFORE START UP- “DETERMINES IF THE FUEL IS
WARM ENOUGH TO SUPPORT COMBUSTION” AND START UP-“TO
HIGH CAT TEMP AFTER SHUT DOWN INDICATES ON SET OF
VAPOR LOCK
F. ANYTIME A HIGH CAT IS OBSERVED ON SHUTDOWN THE FUEL
SELECTOR VALVE AND THROTTLE IS LEFT OPEN TILL THE
ENGINE COOLS

(INDICATION OF TROUBLESHOOTING INFORMATION

BACKFIRING-“INDICATION OF MOMENTARY RISE IN CAT”

FIRE-“INDICATION OF STEADY INCREASE IN CAT TEMPERATURE

READINGS”)

7) MANIFOLD PRESSURE(MAP)
a. MAP GAUGE MEASURES THE ABSOLUTE PRESSURE OF THE
FUEL/AIR MIXTURE WITHIN THE INTAKE MANIFOLD
b. MAP GAUGE USED ON ALL A/C THAT HAVE A CONSTANT SPEED
PROP TO INDICATE ENGINE POWER OUTPUT
c. PILOT USES THE MAP GAUGE TO SET ENGINE POWER AT A
PRESSURE LEVEL THAT WILL NOT DAMAGE THE ENGINE
d. MAP SHOWS AMBIANT OR ATM PRESSURE BEFORE STARTUP.
e. WHEN STARTED IT DROPS HALF THE EXISTING AMBIANT AIR
PRESSURE
f. NORMALLY ASPIRATED ENGINE CANOUT EXCEED AMBIENT AIR
PRESSURE WHILE TURBO CHARGED ENGINES CAN.
g. CONSISTS OF A SEALED DIAPHRAGM CONSTRUCTED FROM TWO
DISCS OF CONCENTRICALLY CORRUGATED THIN MATEL
SOLDERED TOGETHER AT THE EDGES TO FORM A CHAMBER.
h. IN MAP ONE BELLOW MEASURE ATM PRESSURE ONE MEASURE
PRESSURE IN INTAKE MANIFOLD
 i. IT IS THE DIFFENTIAL BETWEEN THESE TWO PRESSURE THAT
CAUSES BELLOWS TO MOVE WHICH IS TRANSMITTED TO THE
INDICATOR THROUGH THE MECHANICAL LINKAGE
8) OIL TEMP
a. CALIBRATEDIN DEGREE FAHRENHEIT AND SENSES OIL TEMP AT
ENGINES OIL INLET
b. USE WHEATSTONE BRIDGE OR RATIO METER
c. WHEN POWER IS APPLIED TO THE BRIDGE ALL RESISTANCE ARE
EQUAL QND ONCE THE PROBE/ VARIABLE RESISTOR IS HEATED
IT’S RESISTANCE VALUE INCREASE
d. DIFFERENTIAL BETWEEN THE JUNCTIONS CAUSES CURRENT TO
FLOW THROUGH THE GALVANOMETER INDICATOR

(RATIOMETER

#MEASURES CURRENT RATIOS AND IS MORE RELIABLE THEN A

WHEATSTONE BRIDGE

#CONSISTS OF TWO PARALLEL BRANCHES POWERED BY THE A/C

ELECTRICAL SYSTEMS

1ST BRANCH CONSISTS OF A FIXED RESIISTOR AND COIL

2ND BRANCH CONSISTS OF A VARIABLE RESISOR AND COIL)

9) OIL PRESSURE
a. CALIBRATED POUND SQUARE INCH(PSI)
b. Excessive pointer oscillation typically indicates that air is trapped in
the oil sending line or malfunction in oil system
c. Low oil pressure or fluctuations from zero to normal often indicate
low oil quantity
10) CYLINDER HEAD TEMP(CHT)
A. TWO TYPES
B. GALVANOMETER- MEASURES THE AMOUNT OF ELECTRICAL
CURRENT PRODUCED BY A THERMOCUPLE(TWO DISSIMILAR METAL
WIRES CNNECTED TOGETHER AT TWOJUNCTON FORMING A LOOP)
C. METAL COMBO: IRON & CONSTANTAIN OR CHROMEL AN ALUMEL

(CAUTIOM:
-OBSERVE ALL COLOUR CODING AND POLARITY
-LEADS ARE SUPPLIED AS MATCHED PAIR AND ARE A SPECIFIC
LENGTH
 -ALTERNATING THE LENGTH OF THE LEADS WILL CHANGE THE
RESISTANCE)

11) EXHAUST GAS TEMPERATURE(EGT)

a. PERFORMANCE MONITORING INSTRUMENT THAT IS INSTALLED IN

THE EXHAUST PORT

B.USED TO OBTAIN BEST MIXTURE SETTING FOR FUEL EFFICIENCY

12) TACHOMETER

# DISPLAYS THE ENGINE CRANKSHAFT RPM AND IS CALIBRATED IN

HUNDREDS OF RPM

# MECHANICAL, MAGNETIC,ELECTROCAL AND ELECTRONIC

#MECHANICAL: USE FLYWEIGHTS DRIVEN BY A FLEXIBLE DRIVE

THROUH SET OF GERS

# MAGNETIC: USES FLAX DRIVE SHAFT BUT A CYLENDRIACLA MAGNET

INSIDE THE GRAG CUP TAKES PLACES OF THE FLYWEIGHTS

#ELECTRICAL: USETYPICALLY THREE PHASE AC COSISTING OF A TWO

OR FOUR POLE GEERATOR.

---REFERED AS TECH GENERATOR, WHICH IS MOUNTED ON ENGINE

ACCESSORY CASE AND PRODUCE AN AC VOLTAGE WITH FREQUENCY
PROPORTIONAL TO ENGINE RPM. THIS AC VOLTAGE PRODUCED DRIVES A
SYNCHHRO MOTOR IN INDICATOR ALSO USE DRAG CUP AND SPINNING
MAGNET BUT TURNED BY SUNCHRO MOTOR

#ELECTRONIC: PRODUCED ENGINE RPM INDICATON BY COUNTING

ELECTRICAL PULSE FROM THE MAGNETO IGNITION SYSTEM

----USES DIGITAL CIRCUITRY TO CONVERT THE PULSES TO A VOLTAGE

POWERING TACHOMETER INSTRUMENTS

INSTRUMENT MAINTENANCE PRACTICE:

@ PREVENTIVE MAINTANANCE
 #DRIVE SHAFT LUBRICATION(USING GREPHITE)

#SHAFT SHOULD AVOID TIGHT BENDS, HEAT, FLUIDS AND NOT IMPOSE
ANY STRAIN ON THE INDICATOR

#SHAFT SHOULD ALSP BE SECURED AT FREQUENT INTERVALS

PREVENTING WHIPPING

#ELECTRIC AND ELECTRONIC SYSTEM MUST BE CHECKED FOR

SECURITY OF MOUNTING, LACING, AND CLAMPED TO PREVENT CHAFING

#VERIFY THE BUNDLE IS NOT UNDER TENSION AND PROTECT FROM

CORROSIVE FLUIDS AND EXCESSIVE HEAT

@ANNUAL MAINTANANCE PRACTICES

#CHWCKINSTRUMENTS FOR MARKING,MOUNTING, POOR CNDITION

AND IMPROPER OPERATION

#ANYTHING REQUIRING OPENING OF THE INSTRUMENT CASE MUST BE

CARRIED OUT BY AN APPROVED REPAIR STATION

#WE AS AME’S ARE ONLY ALLOWED TO REMOVE AND REPLACE

DEFECTIVE INSTRUMENTS.

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GROUND PROXIMITY WARNING SYSTEM( GPWS)

#EXCESSIVE DECENT RATE

#EXCESSIVE TERRAIN CLOURE RATE

#ALTITUDE LOSS AFTER TAKEOFF OR GO-AROUND

#UNSAFE TERRAIN CLEARANCE WHEN NOT IN LANDING CONFIGURATION

# EXCESSIVE DEVIATION BELOW AN ILS GLIDE SLOPE

#DECENT BELOW THE SELECTED MINIMUM RADIO ALTITUDE

#WIND SHEAR CONDITITION ENCOUNTERED