Meggitt
More And Smarter Sensors Are Coming
Could the aviation
industry be getting close to finding the holy grail of sensors, monitoring
aircraft structures?
Printed headline: Sensor Evolution
The age of predictive maintenance and big data is just beginning, and
the future will see aircraft generating ever more data, with more plentiful and
smarter sensors and monitoring systems. This will be true for engines— where
data collection began—and across a wide variety of aircraft components and
possibly airframe structures that so far have been the most difficult
components to monitor. New sensor connections, wireless or transmissible
directly to communication buses, are also possible.
Esterline makes sensors for several aircraft components including
engines, which are the most hostile sensing environment, according to James
Ewing, vice president of engineering for advanced sensors. One major goal is to
handle the increasing temperatures and pressures to which engine sensors are
subject.
Engine OEMs are increasing pressures and temperatures to boost fuel
efficiency, and Esterline must make sure its sensors can take the added
punishment in engine hot sections, often by using exotic new materials and
expensive alloys.
Engines on new-model aircraft will require sensors that support
efficiency, safety and possibly new architectures for Full Authority Digital
Engine Control, or FADEC systems. New engine sensors will have “less drift,
longer life and better accuracy,” Ewing predicts. Engine-makers will want and
even require sensors that are “fit and forget.”
Meggitt
Reducing drift means reducing some sensors’ tendency for performance
degradation over time; for example, expressing an increased metric even when
true engine performance is unchanged. Reliable accuracy from sensors will allow
engines to be operated under the most efficient conditions, without fear that
deterioration goes undetected.
Some sensors in hot sections are now replaced every five or six years.
Airlines would like to lengthen or eliminate these replacement cycles entirely.
Future Sensors
Wireless sensors are used chiefly for testing engines under
development, when a lot of data points are needed. In the future, to reduce
weight and space used for wiring, sensors may transmit data wirelessly on
operating engines. Wireless sensors need to harvest energy or tap local power
sources. Engines generate powerful vibrations, but the challenge is to convert
vibrations into usable power for sensors.
Another change might be distributing FADEC so sensors will need shorter
connections. Rolls-Royce is considering dividing up FADEC into separate parts,
which would reduce the amount of wiring needed to connect sensors.
Ewing expects sensors also will serve new uses. For example, for engine
efficiency, sensors could measure turbine-blade clearances. The gap between tip
and case determines air leakage and thus engine efficiency.
For safety purposes, sensors might measure the timing of turbine-blade
tips. Changes in spinning speed or vibration could flag a bird strike or other
foreign object damage that creates a risk to aircraft safety.
Ewing believes increased aircraft reliance on electric power will
require sensors for battery health monitoring.
In the future, both more and different types of aircraft sensors likely
will be required, says Lucas Sendra, Meggitt business development manager.
Meggitt products include brakes, fire controls, bleed air valves, heat
exchangers, fuel systems, engine components and sensing systems.
New technologies like optical and surface acoustic-wave sensing will
enable new parameters to be monitored, he predicts. And more-electric aircraft
will require new sensors to monitor electric motor performance. “Future
monitoring systems will combine legacy sensors, smart and wireless sensors and
new sensing technologies,” he says.
For example, Meggitt is working with Airbus and Textron on wireless
tire-pressure monitoring systems that can transmit data up to 50 m (164 ft.),
so mechanics won’t have to crawl around landing gear checking tire pressure.
Curtiss-Wright makes sensors for engine-fuel control, flight controls
and critical-condition monitoring. The company is seeing more sensors being
deployed for safety, efficiency, situational and health monitoring. “One of the
strongest drivers . . . including retrofits, is . . . safety monitoring such as
slat-skew, stall, engine-cowling position or thrust-reverser deployment,” says
Graham Macdonald, senior vice president of sensors and controls. Curtiss-Wright
recently delivered a suite of slat-skew detection sensors, placed on individual
slats to increase accuracy.
Sensors typically interface with local control systems or data
concentrators, which then interface with the communications bus. In many cases,
sensors could eventually interface directly with the bus. Macdonald expects
wireless sensors to become more attractive, especially in flight-test
instruments and noncritical applications.
Airframe Sensors
The holy grail of health monitoring has been monitoring aircraft
structures. This goal may be getting a little closer with Structural Monitoring
Systems’ Comparative Vacuum Monitoring (CVM). CVM can test structural health on
the ground, replacing time-consuming visual inspections.
CVM uses Teflon tape that has elastomeric sensors with fine channels
etched in the adhesive face. The tape is applied to an aircraft, explains
Richard Poutier, vice president for business development at Structural
Monitoring Systems.
During an inspection, equipment draws a vacuum over several channels of
the tape. If there are any surface cracks, channels will leak air, and the
equipment will detect the leak and pinpoint the crack location.
CVM has been proven to work on aluminum structures and is being tested
on composites. It can be retrofitted on any structure on which mechanics can
lay the tape and has been approved to check the health of wingboxes on the
Boeing 737. One U.S. airline has installed the tape on seven 737s and used it
for 120 inspections. Several others are evaluating it.
“CVM has been accepted by Boeing and included as an alternative method
of compliance,” Poutier explains. “It avoids ripping up floorboards and taking
out seats to inspect the wingbox.” He estimates CVM has saved $150,000 in lost
revenue per aircraft during a heavy check by speeding up inspections.
Structural now offers CVM for inspections required by airworthiness
directives and service bulletins. Longer term, it wants to deploy the
technology for routine inspections. Eventually, it might be used to monitor
inflight structural health.
CVM can detect surface cracks and measure their length. Only eddy
current inspections can at present detect subsurface cracks. Poutier says OEMs
may learn to judge structural integrity by surface cracks and run a CVM test
every 500 cycles to remain confident about the safety of components.
The natural next step is to install
CVM as a line fit in new aircraft. According to Poutier, several OEMs are now
considering this.
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