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Chapter7 Testing the application with different aircraft types Wireless systems for tracking the load history of helicopter Wireless sensor
modules were integrated into the pitch link of a Bell M412 helicopter. These modules have passed MIL-STD-810F tests for vibration,
shock, humidity, and temperature extremes. Pitch link loads were recorded and periodically transmitted into the cabin during flight [25].
Wireless sensors included strain gauges, accelerometers and thermocouples. Hard-wired sensors included gyroscopes, accelerometers
and magnetometers. Data from an embedded Global Positioning System (GPS) provided position, velocity, and precise timing
information. The inertial sensing suite provided vehicle orientation (pitch, roll, and yaw) data. These data were collected at multiple
sampling rates and time stamped and aggregated within a single scalable database on a base station, termed the wireless sensor data
aggregator (WSDA). Wireless technologies for tracking the load history of helicopter rotating components, combined with inertial and
global positioning system (GPS) information, can be used to compute structural loads with improved accuracy. The integration of these
sensor systems will lead to reduced cost flight testing, improved safety, and enhanced condition based maintenance. USE OF WIRELESS
TYRE PRESSURE SENSOR IN B787 AIRCRAFT:- (20) Tire Pressure Sensor Teaching Points 1. A wireless tire pressure sensor on each MLG
and NLG wheel monitors gas pressure in the tire. 2. An RF pulse from the related MLG or NLG axle RDC: - Momentarily charges an
internal circuit in the sensor - Causes the sensor to transmit tire pressure back to the related axle RDC. 3. The axle RDCs send the tire
pressure data to the related BSCUs. - The BSCUs put the tire pressure data on the CDN for display on the flight deck. Student Notes
System Description Section Purpose A tire pressure sensor senses the pressure in each main landing gear (MLG) tire and nose landing
gear (NLG) tire. General Each tire pressure sensor has 3 channels that monitor capacitance changes with tire pressure. Each channel
supplies data that transmits by wireless radio frequency (RF). The MLG and NLG tire pressure sensors are the same. The sensor can
measure pressures from 0 to 350 psi. 1. There is a tire pressure sensor on each nose landing gear (NLG) and main landing gear (MLG)
wheel and tire assembly. 2. There is an NLG axle remote data concentrator (RDC) on each NLG axle hub. Student Notes System
Description Section These wheels and brakes system components are on the NLG: - NLG wheel and tire assembly (2) - Tire inflation valve
(1 each NLG wheel and tire assembly) - NLG axle RDC (1 each NLG wheel) - Tire pressure sensor (1 each NLG wheel and tire assembly).
(19) NLG Axle Remote Data Concentrator Teaching Points 1. The NLG axle RDC on each NLG axle hub (special RDC) monitors tire
pressure. - It sends a momentary RF signal to the related tire pressure sensor to receive tire pressure data. 2. The RDCs receive power
from and send data to the right BSCU. Student Notes System Description Section Purpose The nose landing gear (NLG) axle remote data
concentrators (RDC) monitor tire pressure from a wireless tire pressure sensor. General Each NLG RDC has a related mount. Description
of Function Each NLG axle RDC sends tire pressure data to the right outboard BSCU channel on a CAN bus. Lesson Title: Lights -
Emergency Lights ATA 33-50 Description This lesson provides information on components, interfaces and operation of the emergency
lights. Objectives State the purpose of the system. Identify the major system components of the system. State the purpose of the major
system components. State the general location of major system components. Describe the major system interfaces and be able to
explain the normal system function. Airplane Model 787 Tail Number(s) 0007 Total No. of Slide Pairs 10 1. The emergency lighting gives
lighting and directions for the passengers and crew during emergency evacuation. Student Notes Systems Description Section (SDS)
Introduction Purpose The emergency lighting system gives light in the cabin in case of total airplane power failure. Batteries give power
to general illumination lights and escape path identification signs. The batteries are maintained at full charge by airplane power. The
emergency lighting system automatically comes on if airplane power is lost. The emergency lighting system can be manually
commanded on. Control is from the flight deck and cabin attendant panels. 1. There are emergency lights in these areas: - Flight deck -
Passenger compartment - Crew rest areas (customer option) 2. All emergency lights are LED. 3. The lights show area and exits in the
flight deck and passenger compartment. - Area and path lights are white. - Exit lights are green. 4. The lights are controlled by flight
deck and flight attendant station switches. - Direct wired to control units. 5. If airplane power fails, lights automatically get power from
batteries. - The batteries are in wireless emergency lighting system (WELS) control units (WCU). 6. Number and location of lights may
vary with interior configuration. 7. There are no emergency exterior lights. - There are lights and batteries in door escape slides/rafts.
Student Notes Systems Description Section (SDS) Components and Interfaces The emergency lighting system has these components: -
Exit identifier signs - Exit marking signs - Exit locator signs - Seat-mounted proximity lights - Wall-mounted proximity lights - General
illumination lights - Wireless emergency lighting system control units (WCU) - WCU battery packs. The emergency lighting system has
interfaces with these components: - Emergency light switch on the P5 overhead panel - Attendant switch panels - Remote data
concentrators (RDC) - Remote power distribution units (RPDU). The emergency lights have an interface with the CDN and common
computing resource (CCR) cabinets for the emergency lighting function. System Description You use switches on the P5 overhead panel
or the attendant switch panels to control the emergency lights. The WCUs get control signals for the emergency lights. The emergency
lighting system gets power from batteries in each WCU. RPDUs in the airplane electrical system keep the batteries charged. A fully
charged battery gives a minimum of 15 minutes of operation. All the emergency lights come on during any of these conditions: -
Emergency light switch on the P5 panel is in the ON position - Emergency light switch on the attendant switch panel in the ON position -
Emergency light switch on the P5 panel is in the ARMED position and there is no main bus 115v ac power - Test is done from the master
attendant switch panel. - Signal goes from the control panels to 4 prime WCUs. These 4 WCUs send a wireless control signal to the other
WCUs in the cabin. Each WCU controls a set of emergency lights. (3) Flight Deck Emergency Lights Teaching Points 1. The flight deck
emergency lights give light for escape out the flight deck door or overhead escape hatch. 2. These lights are part of the flight deck
emergency lighting system: - Captain aft dome - First officer forward dome - Escape hatch - Reel compartment (escape rope). 3. The reel
compartment light shows inside the hatch. Student Notes Systems Description Section (SDS) Component Description Purpose The
emergency lights give light in the flight deck if usual power is lost. The flight deck emergency lights give light to the crew escape door
and emergency egress escape reel compartment. Physical Description The emergency lights are in these areas: - Dome lights -
Emergency egress hatch - Emergency egress escape reel stowage compartment. The captain aft and first officer forward dome lights are
emergency escape lights. If usual power is lost, the wireless emergency lighting system (WELS) gives battery power to show light from
the captain aft and first officer forward dome lights. The captain aft and first officer forward dome lights have LED assemblies that only
show light using WELS battery power. These lights are different than the captain forward and first officer aft dome lights. Emergency
Egress Lights The 2 emergency egress lights are: - Near the crew escape door - On the top left hand side of the reel stowage box. The 2
emergency egress lights are the same. The 2 emergency egress lights show white light. The emergency egress lights use LEDs. If the
LEDs fail, you must replace the assembly. Technical Data: Captain aft and first officer forward dome lights are same part number. This is
different part number than captain forward and first officer aft. All lights are LED and show white light. (8) Wireless Emergency Lighting
System Control Unit Teaching Points 1. The wireless emergency lighting system (WELS) control units give battery power and control to
the emergency lights and signs. 2. All WELS control units: - Have internal lithium polymer batteries for power to the emergency lights -
Connect to 115v ac for battery charge power. 3. There are 2 types of WELS control units: - Prime (4) - near passenger doors - Remote
(25?) - exact number and location vary with selected options such as crew rest, etc. 4. The prime WCUs: - Monitor control switch inputs
through hardwire connections - Gather faults, configuration data, and status to report to the CCS - Have wireless communication with the
remote WCUs. 5. The prime WCUs have wired connections: - To the CDN - Fault and status data - To the control switches. 6. One of the
prime WCUs is master. - Lowest network IP address after primes establish communication network - Master reports faults and responds
to CMCF. 7. If master prime fails, remaining prime WCUs establish a new master. - Lowest remaining network IP address. Student Notes
System Description Section (SDS) Purpose The wireless emergency lighting system (WELS) control unit (WCU) gives power to the
emergency lights if normal power sources are not available.
Sources Similarity

Energy harvesting, wireless, structural health monitoring and reporting...Compare text

the inertial sensing suite provided vehicle orientation (pitch, roll, and yaw) data. these data were collected at multiple sampling rates
and time stamped and aggregated within a single scalable database on a base station, termed the wireless sensor data aggregator
(wsda). the wsda's processor... 23%
https://www.researchgate.net/publication/267805423_Energy_harvesting_wireless_structural_health_monitoring_and_reporting_syste
m

Wireless sensor networks applicationsCompare text

the integration of these sensor systems will lead to reduced cost flight testing, improved safety, and enhanced condition - based
maintenance. in [02] the first flight tests of a synchronized wireless structural monitoring system aboard a helicopter has been 12%
presented.
http://scindeks-clanci.ceon.rs/data/pdf/1451-4117/2015/1451-41171502079V.pdf