Engine system for the Airbus A3200 - Assignment Example

The FADEC controls the fuel injection and timing; hence, optimize engine power. This adds the considerable amount of wiring to the system due to the needed separate power supply for backup from the alternator. The extra weight of parts of FADEC system has to be checked and recalculated for adjustment. FADEC has cockpit controls and other extra switches added to this system to control the fuel pump. These systems are protected by the FADEC power supply (Gunston, 1990)). The ECU has a 3D memory map, which controls fuel injection under varied circumstances for instance, air pressure density and the air temperature, with respect to throttle settings and the RPM.

The Electronic Control Unit can sense barometric pressure and respond by injecting fuel. The spark plug ignition timing is controlled depending on load for each throttle settings. The ignition timing variations yields faster engine starting and smoother operations with the variable loads. The FADEC engine does not need chocking during starting since the ECU controls fuel for every cylinder and assists in retarding the ignition. FADEC system does not use the carburettor and the ignition and does not also depend on aircraft electrical system (Guttman, 2009).

On the other hand, in the hydromechanical control system, the driver is in control of the aircraft power plant using an internal combustion engine. The sensors and control are the alternator and the battery masters. The battery master activates the battery contractor that connects the battery to the electrical bus aircraft. Alternator master applies power to the field circuit of the alternator to activate the circuit. The two switches provide power to the aircraft systems. The throttle sets up the required power level and controls the massive air-flow rate in the carburetted engines that are delivered to the cylinder.

Pitch control adjust the speed unit, which then adjusts the propeller pitch and controls the load required by the engine in maintaining the RPM. The mixture control will in turn set the needed fuel to add to the airflow intake. At high altitudes, the oxygen levels reduce and, therefore, volume of the fuel must readjust to the required air-fuel mixture. The ignition switch opens the ‘P’’lead circuit by activating the magnetos. The magnetron maintains the process of sending the output voltage to spark plugs and connects the engine through the gearing.

Movement in the crankshaft causes the magnetrons to generate voltage for sparking (Hispano-Suiza, 2001). TASK 1: FADEC SYSTEM OF THE V2500-A5 ON THE AIRBUS A320 SYSTEM LAYEROUT DIAGRAM FIG1: The AIRBUS A320 FADEC system layout for the V2500 engine The FADEC system for V2500 is designed with EEC, the HMU and the sensors as the components that form the core of the engine system. The other component that is assigned to systems is the ignition system (Ian, 1990). Forces necessary for movement of startar vanes are brought about by the use of air pressure.

Control valves from the hydraulic part is arranged centrally in HMU or decentralized around the actuators with FMU fixed in fuel distribution system. The alternator that is located at the accessory gear box is the main power supply. The aircraft electrical system provides alternative power supply and is used in case of FADEC alternator fails. The FADEC system requires relatively low power since this power is only used for EEC operation, the servo valves and also the sensors. All the components controlled by FADEC systems