Australia includes a long-established standing of punching above its weight from the aviation market. When it’s the aviation pioneers of the early 20th century, or Dr David Warren’ s growth of the flight data recorder (FDR), the country has a proud history associated with the aviation area.
Presently, there may just be another home-grown breakthrough coming having a statement on Wednesday from Bundaberg, the house of Jabiru Aircraft.
So far, those aircraft engines not employing fuel injection have utilized carburettors, primarily due to their simplicity and reliability. Carburettors are tasked with providing the correct ratio of atomised fuel to air to the engine to then be ignited within the motor ’ s cylinders.
Nevertheless, carburettors aren’t necessarily fitted to compensating for changes in air density, meaning that as the atmospheric conditions alter the motor will run leaner or richer than is ideal. A carburettor also cannot control how equally the gas is split between the person cylinders; this is affected by each induction system’s idiosyncrasies.
These deficiencies could result in a variety of problems depending on whether or not the mix is too rich, or too lean, ranging from motor roughness, fouled spark plugs and higher fuel consumption for an over-rich mix to overheating and lack of power if over-lean.
In an effort to tackle these problems, Jabiru said on Wednesday they have developed an automatic mixture control system in affiliation with its Gen4 engine.
The goal of this system would be to enhance the mix provided by the carburettor to each individual cylinder or total. The fundamental logic of the merchandise is that’s more straightforward to correctly regulate the large quantity of air compared to the moment amount of fuel that comprises the fuel-to-air ratio.
Towards this goal, the system admits added air to the inlet tube on every cylinder. The air may be filtered or unfiltered and run through carburettor heat or bypass carburettor heat. The quantity of air is controlled mechanically using a valve for each cylinder.
The valves are controlled using a microprocessor. The microprocessor estimates the flight phase like cab, take-off, climb, cruise and descent etc. Etc Factors measured to calculate the quantity of air admitted to each cylinder can include those measured on an Engine Management System (EMS), Electronic Flight Information System (EFIS), Attitude and Heading Reference System (AHRS), systems like Exhaust Gas Temperature (EGT), Cylinder Head Temperature (CHT), Manifold Pressure (MAP), Gas Flow, Outside Air Temperature, Density Altitude, Pressure Altitude, Indicated Air Speed, Revolutions Per Minute (RPM) carburettor heat, motor temperature etc, and may include some other factor deemed relevant.
The machine can control or influence any engine factor affected by the fuel-to-air ratio, including EGT, CHT, gas leak, fuel economy etc. The machine is failsafe, using one or more neglect closed valves to close off the additional air distribution on electrical failure. The machine then reverts to the basic carburettor.
It’s early days for this exciting development and Australian Aviation will soon be following the story closely using a feature in an upcoming issue of the printed magazine.