An example of case study is given below. The answer to that case study is ultrasonic flow meter. Your case study could be taken from books, websites etc. It could be original or modified case study. 

Maximum allowable case studies for each instrument is FOUR ONLY. Once maximum limit is reached, you're not allowed to post there.

You're NOT allowed to repeat the same case study as posted earlier by other group. 

Advantages: 
1. The downstream and upstream is less affected by the velocity profile. 
2. Accurate measurement of consumption of fuel which helps to control fuel consumption.  
3. Excel in measuring low-flow rate and high-viscosity liquids. 
Limitations: 
1. Viscosity of fluid flowing through them may affect the accuracy. 
2. They are more appropriately used for clean fluids only. 

An Oklahoma refinery required a flow measurement solution for a finished gasoline and diesel fuel line leaving the refinery site. A Siemens clamp-on check meter and interface detector were used by them elsewhere on the site and the same solution on the fuel line was hoped to be installed. However, the local Siemens representative, the Ernie Graves Company, determined that there simply would not be enough straight run of pipe to support a clamp-on meter, and the refinery decided that they would need to bring the pipe above ground. Since the refinery was going to invest so much in altering the pipeline, the representative proposed that they choose a flow solution offering the same benefits as clamp-on technology, but with an even higher level of accuracy: the liquid version of the SITRANS FUT1010 ultrasonic flow meter. 
 The SITRANS FUT1010 was developed specifically for measurement of liquid and gas applications within the hydrocarbon industry, including pipeline, terminal, refinery and transportation applications. With the newly developed TransLoc mounting system, the transducers are permanently mounted on the outside of the sensor, providing custody-transfer accuracy while eliminating contact with the medium. To demonstrate the accuracy and repeatability of the SITRANS FUT1010, the liquid version was subjected to extensive tests at an accredited third-party test facility. The excellent results prove that the meter is a perfect match and a wise investment for the hydrocarbon industry. 

Nur Sahira binti Abang Abdul Khaled (59002)

Summerheights Golf Links in Cornwall, Ontario draws irrigation water from the South Raisin River. Flow rates in the river can become very low during dry periods so water extraction is regulated and monitored closely.

Under a water extraction permit issued by the Ministry of The Environment in 2009, the golf course is allowed to draw a maximum of 500,000 liters per day at a flow rate not to exceed 1,380 liters per minute (and 600,000 liters per day at max 1660 liters per minute after July 1st each year). 

To measure and control water pumped into the sprinkler system, a Greyline TTFM 1.0 Transit Time Flowmeter with clamp-on ultrasonic sensors was installed on the outside of the main 6" steel pipe from their pump station. A Rain Bird® control system then manages water distribution to each sprinkler head.

Transit time ultrasonic flow meter measure the difference in time from when an ultrasonic signal is transmitted from the first transducer until it crosses the pipe and is received by the second transducer. A pair of the transducer is installed on the outer side of the pipe. The ultrasonic signal must transverse the pipe to be received by the sensor. When the ultrasonic signal is transmitted towards the upstream against the flow direction, the propagation time requirement is longer and oppositely for the transmission towards downstream side as the propagation time is less.

Pilots on the nearly new Boeing Co. 737 Max reported the issue after flying from Denpasar to Jakarta the night before the accident, Lion Air spokesman Danang Mandala Prihantoro said Wednesday. The instruments were checked by maintenance workers overnight and the plane was cleared to fly, Prihantoro said.

While it will be days or weeks before definitive information emerges in the crash shortly after takeoff with 189 people aboard, discrepancies in speed and altitude readings can cause confusion on the cockpit and have led to accidents in the past, including the 2009 crash of an Air France plane in the Atlantic Ocean.

Flight-tracking data before the Lion Air crash showed the plane was varying its altitude and speed, a possible indication that the pilots weren’t getting accurate information from the aircraft’s air-pressure sensors.

Erroneous sensors could be an explanation for the flight track data, said John Cox, president of Safety Operating Systems and a former airline pilot. But Cox and others cautioned that it’s too soon to say what happened on the Lion Air flight and some of the flight data — such as speeds that weren’t extreme and none of the highly abrupt maneuvers that preceded the Air France jet’s loss of control — may suggest some other cause.

Indonesia’s National Search and Rescue Agency hopes to find the plane’s crash-proof flight recorders and the main wreckage of Flight JT610 on Wednesday night, said M. Syaugi, head of the agency.

Search teams have picked up sound signals from the so-called pingers attached to the recorders, which activate when they come in contact with water to make them easier to locate, Syaugi said.

Search and rescue teams are confident they have located jet’s fuselage, National Military Chief Hadi Tjahjanto said.

“We have located the area where we strongly believe the plane’s black box is located. The large parts of the aircraft should be nearby,” Tjahjanto said.

Even with modern GPS tracking, planes need to calculate their precise speed through the air. To determine airspeed — which can vary substantially compared to the speed over the ground due to winds — aircraft rely on pitot tubes, which measure the air rushing into them.

By comparing that pressure against the ambient air pressure — which is obtained by what are known as static ports — aircraft can determine airspeed.

If either of the pressure sensors are blocked, it can cause erroneous readings. In the case of the Air France flight, investigators concluded that a high-altitude ice storm clogged the pitot tubes.

Modern jetliners are equipped with three separate airspeed sensor systems as backups. If one goes bad, pilots are trained to check the other readings and disregard the one that’s incorrect.

Lion Air and investigators haven’t provided details about the issue on the previous flight Sunday night. Data provided by flight tracking company FlightRadar24 showed that the jet took off and reached an altitude of 5,550 feet (1,692 meters), then dropped to 4,625 feet, an unusual altitude loss at a time when aircraft normally climb steadily.

The plane then resumed its climb, but never climbed above 28,000 feet. Jetliners almost never fly below 30,000 feet because cruising at the lower altitudes is less fuel efficient. However, planes with partially malfunctioning altitude sensors aren’t allowed above 28,000 feet.

“Every aircraft that we have will go through transit, pre-flight and post-flight checks,” said Lion Air’s Prihantoro. “We are conducting inspection and maintenance if needed on every aircraft.”

United Technologies Corp. is a supplier of the systems to the 737 Max, according to Airframer.com, a website that tracks suppliers of aircraft components. A company representative said she wasn’t immediately able to confirm whether its equipment was on the Lion Air plane.

Indonesia’s National Transportation Safety Committee, which is leading the investigation, has interviewed pilots from the previous flight, Ony Soerjo Wibowo, an investigator, told a news conference on Tuesday.

In the Air France accident, investigators concluded that the pitot tubes had become clogged with ice and all three of the plane’s speed indicators failed at different times, according to the final report of France’s Office of Investigation and Analysis.

The routine flight from Rio de Janeiro to Paris was interrupted with a cacophony of alarms and confusing information. Their autopilot disconnected, speed indicators went haywire and warnings sounded indicating they were going too slow. “We haven’t got a good display,” one of the pilots said, according to the accident report.

Completely flummoxed, the pilots abruptly climbed and then lost control, allowing the plane to plunge for about four minutes until it slammed into the water.

While such failures happen fairly frequently and pilots should be able to continue flying the plane until the problem resolves itself, a handful of airline accidents such as the Air France crash show they can be confusing if pilots are startled and don’t react properly.

A charter flight leaving the Dominican Republic in 1996 crashed, killing 189 people, after the captain’s airspeed became inaccurate. While it was never proven, a wasp’s nest in the pitot tube was suspected as the reason for the error.

An Aeroperu flight that crashed in 1996, killing 70, was blamed by the Peruvian government on tape that had been left over the static ports. Shortly after takeoff, pilots received nearly simultaneous cockpit warnings that they were going too fast, too slow and too close to the ground, according to the investigation.

While it’s too early to know if airspeed indicators will prove to be related to Monday’s accident, the possibility underscores the need for better and more consistent pilot training, said David Greenberg, an industry consultant and former operations executive at Delta Air Lines Inc.

Greenberg, who also served as chief operating officer at Korean Air Lines Co. Ltd., said U.S. airlines drill pilots for such contingencies in the classroom and flight simulators.

Partially as a result of the Air France crash, the U.S. Federal Aviation Administration in recent years revamped pilot training for how to handle unusual speeds and cases in which the plane goes out of control. It’s now common for airline pilots to receive simulator training on how to handle a failure of the plane’s speed indicators.

The products that need to be filled must be taken to various pipelines at five separate filling station. These pipes are situated only on a part of its total length in various temperatures, so depending on the weather, greater temperature differences may occur. The product freezing is not a concern, however, there may be larger variations in the density of the fluids. The possibility of trace heating and heated pipelines is excluded completely for energy-related aspects and by the company’s philosophy, which focuses on the environment and sustainable economy.

The planning and construction of the facility is to be designed so that the used materials meet safety requirements, accuracy, hygienic standards as well as the economic aspects and durability.

Solution:
A suitable flow meter system is nutating disc flow meter. Since hygienic requirement is a great concern, stainless steel nutating disc is required. However, the negative vote for this flow meter is that it is a volumetric meter and cannot measure mass flow accurately when there is a variation of temperature. Hence  a PT100 temperature gauge can be installed and connected to a programmable logic controller. This setup can accurately calculate the mass flow rate by introducing a calibration factor to the volume flow rate by using the temperature measured. This metering solution is about 80 % cheaper and therefore unbeatable.

Guohua Ninghai Power Plant is located at south of Shanghai in Ninghai township. Ningbo city, Zhejiang province and serves the electric power needs in the region. The plant’s large production operations are complex. Coal is first fed from silos at the plant to coal mill pulverizers, which grind the coal into a fine powder. A fan blends and forces a primary flow of mixed ambient “cold” air and pre-heated “hot” air into the coal mill. This air is mixed with the coal powder creating a combustion air supply for a furnace heating water in a boiler. The boiler produces steam to drive power-generating turbines. The plant’s sophisticated, energy efficient boiler requires accurate and responsive air flow measurement for its control system. 

The boiler’s steam production efficiency is controlled by adjusting a precise flow of blended primary ambient air and pre-heated air which flow from separate ducts. Each of the duct air flows is controlled by louvered dampers located inside the ducts. The primary air, which is a precise blend of cold and hot air, flows into the coal mills and afterwards the boiler. Accurate, responsive and reliable air flow measurement is critical to the automated control of the dampers and the efficiency of the boiler, which also ensures safe operation of the boiler and reduces plant operation energy costs.

By considering the applications and criteria needed for the flow meter, which are the accuracy and responsive performance and the overall suitability for the unique application conditions in the air feed lines, thermal mass flow meter is the most suitable.

These precision air flow meters are installed and operating around the world in numerous electric power generation plants in similar applications because they are accurate, stable and reliable flow measurement over wide temperatures and variable pressures. These sensors can be installed along a single probe assembly or on multiple probes, whatever is optimal for the application and installation conditions.

Thermal mass flow meter also suitable for large diameter pipes or large duct applications that usually be found at thermal electric power generation and other heavy process or manufacturing industries. It provides excellent air and gas flow measurement performance in applications such as these coal-fired combustion air systems as well as in HVAC systems, flues, and stacks.

 

Solution: When the ship arrives on the dry dock the ship yard foreman should take the propeller shaft bearing Clearance and strain gauge reading then they keep this record and hand over to the chief engineer. After completing the job, they give the same strain gauge reading and correct alignment to chief engineer in order to avoid shaft bending. Fields of application Strain gauge modelling/measuring is used in both new building and maintenance / repair. The technique is used in both 2-stroke as 4-stroke installations. The strain gauges are carefully glued to the propeller shaft in pre-defined positions (nr of gauges depend on the installation). The gauges are connected to a device that measures the change in resistance when the shaft is turned 180⁰. This change in resistance can be entered the model and the actual horizontal and vertical alignment can be determined. Comparison to manufacturer’s alignment instruction results in the needed adjustment of component(s). When the theoretical model is prepared before the scheduled maintenance, the repair period can be as short as possible.