FADEC

That kind of thing.

Result is what you'll then be able to put into your FADEC or any other controlling system that's going to be controlling your engines.

Now, the whole thing that I just talked about for bringing the bringing the hardware components into the software is something that you can do during the design phase.

But also, once you have that system, it could be, for example, an engine that you got from a different supplier, or a fuel cell you got from a different supplier.

We're going to have the air coming in on the blue side.

And then on the yellow side, we're going to have the hydrogen storage, the fuel valve, the heater, and then those exhausts would then go to whatever's needed, if anything.

And we also have here AC-DC converter from the FADEC to the fuel cell.

And all of that is connected to that electric motor for the prop fan and the power supply to the coolant pump that we're going to look at a little bit later on.

You'll get, you know, 200 knots, 23,000 foot service ceilings.

But you're going to get two multi-engine, you're going to get a multi-engine turbine aircraft, all FADEC, so really easy push to start, push to stop, you know, full throttle, pull it back.

Same fuel burn, you know, 14 gallons an hour on this plane.

And so our second phase is personal ownership.

What are three types of fuel controls for turbine engines? Supervisory EEC, it's electronic engine control.

FADEC, which is full authority digital electronic control, and mechanical.

What is FADEC? FADEC stands for Full Authority Digital Electronic Control.

It's a high-precision digital electronic fuel control that operates during all engine conditions.

It includes the Electronic Engine Control, or EEC, and works with a flight management computer, or FMC, to meter fuel to nozzles in a way that prevents power overshoots in over-temperature conditions.

FADEC also sends information to the engine indicating and crew alerting systems.

Does a turbine engine controlled by a FADEC require manual trimming? No, trimming is done by the FADEC.

What are the two major components of a supervisory electronic engine control? The electronic control unit or computer and the hydro mechanical fuel control.

For a pilot thinking about ten or fifteen years of aircraft ownership, burning a fuel with a secure future is not a trivial consideration.

The engine is managed through what the industry calls FADEC, Full Authority Digital Engine Control.

The FADEC system handles fuel delivery, ignition timing, and mixture management automatically.

There is no mixture knob in the DA40 NG.

You set your power lever, the engine manages itself.

No leaning procedure at cruise altitude, no mixture enrichment on descent, no monitoring exhaust gas temperatures against a target number.

For pilots who have spent years managing traditional piston engines, the FADEC represents a genuine shift in how you interact with the powerplant.

Some pilots miss the hands-on engagement of traditional engine management, and that's a legitimate preference.

Engine controls schedule fuel carefully because adding too much heat before enough air is moving can drive exhaust temperature upward without producing the needed acceleration.

Modern engines often use a full-authority digital engine control, commonly shortened to FADEC.

It receives sensor information and commands fuel flow, ignition, and other functions according to the design.

Older or simpler systems place more of that scheduling in mechanical or crew-controlled systems.

He had his son sitting in the right seat, who was a private pilot.

And, uh, and so I think that's another part of this issue, is the FAA is saying, "You guys have been playing way too fast and loose with the exemption, and, and there are people sneaking around doing things they shouldn't be doing." Again, why, you know, what better of a case do you have, uh, for, you know, demanding better compliance and better training for the, uh, pilots that have this? But of course- This particular FAA that we've had for the last, uh, number of years, I, I'm not real impressed with some of the things that they're doing and how they're doing it, but I think that also pertains to a- another story we have coming up.

Well, you know, there is one bit of good news that'll happen i- if this goes through as it is.

Pilots get jobs.

But it turns out that, and it's been this way for, you know, forever, is that the angle, the optimal angle that you want the, um, the vanes, uh, changes with operating conditions, thrust levels, and things like that.

And if the vanes are just fixed, locked into position, you'll get engine stalls because they won't be operating at a, at a proper level, uh, throughout the entire flight envelope.

So that's where you get these variable vanes, vari-vanes or variable va-vanes concept, where you have a, a ring around the outside of the engine case, and the vanes have, like, stems that stick out into this ring.

And if you rotate the ring, it rotates the angle of the, of the vanes.

So, and I know the T-2, the, uh, the RAF is having problems with that airplane.

A lot of it is around, I don't know the details, but the, the, the Rolls-Royce engine, which the Rolls-Royce engine that's in that T-2 is a better FADEC-controlled version of the engine that was in the Navy Hawk.

So that engine's been problematic.

And you know, when I first watched that takeoff, I'm like, "Why don't you know your engine's on fire?" Which is weird, 'cause it looks like, you guys cor- correct me if I'm wrong, but it looked like the fire was go- like, came out of the intakes, right? 'Cause the, uh, it was very far forward on, on the fuselage.

It is very suitable for those mission-critical parts.

For example, the FedEx.

Basically, it's the engine controller and also the flight control system.

These two applications, they are very safety-related systems.