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Pitot-Static System Blockage Effects on Airspeed Indicator
The Dramatic Effects of Pitot-Static System Blockages and Failures by Luiz Roberto Monteiro de Oliveira . Table of Contents I ‐ Introduction…………………………………………………………………………………………………………….1 II ‐ Pitot‐Static Instruments…………………………………………………………………………………………..3 III ‐ Blockage Scenarios – Description……………………………..…………………………………….…..…11 IV ‐ Examples of the Blockage Scenarios…………………..……………………………………………….…15 V ‐ Disclaimer………………………………………………………………………………………………………………50 VI ‐ References…………………………………………………………………………………………….…..……..……51 Please also review and understand the disclaimer found at the end of the article before applying the information contained herein. I - Introduction This article takes a comprehensive look into Pitot-static system blockages and failures. These typically affect the airspeed indicator (ASI), vertical speed indicator (VSI) and altimeter. They can also affect the autopilot auto-throttle and other equipment that relies on airspeed and altitude information. There have been several commercial flights, more recently Air France's flight 447, whose crash could have been due, in part, to Pitot-static system issues and pilot reaction. It is plausible that the pilot at the controls could have become confused with the erroneous instrument readings of the airspeed and have unknowingly flown the aircraft out of control resulting in the crash. The goal of this article is to help remove or reduce, through knowledge, the likelihood of at least this one link in the chain of problems that can lead to accidents. Table 1 below is provided to summarize -
JACK RILEY and the SKYROCKETS Page 36
VOL 15 ISSUE 01 JAN 2018 cessnaflyer.org JACK RILEY AND THE SKYROCKETS page 36 Step-by-step fuel cell replacement Q&A: Backcountry tires for a 182 CHANGE SERVICE REQUESTED SERVICE CHANGE Permit No. 30 No. Permit Montezuma, IA Montezuma, PAID RIVERSIDE, CA 92517 CA RIVERSIDE, U.S. Postage U.S. 5505 BOX PO Presorted Standard Presorted CESSNA FLYER ASSOCIATION FLYER CESSNA • Interior Panels and Glare Shields for Cessna 170, 175, 180, 185, 172 and early 182, U & TU 206, 207* • Nosebowls for Cessna 180, 185, Vol. 15 Issue 01 January 2018 210 and early 182 • All Products FAA Approved Repair Station No. LOGR640X The Official Magazine of Specializing in Fiberglass Aircraft Parts • Extended Baggage Kits for The Cessna Flyer Association Cessna 170 B, 172, 175, 180, 185, E-mail: [email protected] 206/207 and 1956-1980 182 www.selkirk-aviation.com • Vinyl and Wool Headliners (208) 664-9589 • Piper PA-18 Cub Cowling on field approval basis for certified aircraft Composite Cowls Available for PRESIDENT Jennifer Dellenbusch All C180, All C185 and 1956-1961 C182 *207 interiors on Field Approval basis. [email protected] VICE PRESIDENT / DIRECTOR OF SALES Kent Dellenbusch [email protected] PRODUCTION COORDINATOR Heather Skumatz CREATIVE DIRECTOR Marcus Y. Chan YES! ASSOCIATE EDITOR Scott Kinney EDITOR AT LARGE Thomas Block CONTRIBUTING EDITORS Mike Berry • Steve Ells • Kevin Garrison Michael Leighton • Dan Pimentel John Ruley • Jacqueline Shipe Dale Smith • Kristin Winter CONTRIBUTING PHOTOGRAPHERS IT’S CERTIFIED! Paul Bowen • James Lawrence • Keith Wilson Electroair's Electronic Ignition System P.O. Box 5505 Riverside, CA 92517 Toll-Free: 800.397.3920 Call or Text: 626.844.0125 www.cessnaflyer.org Cessna Flyer is the official publication of the Cessna Flyer Association. -
Airspeed Indicator Calibration
TECHNICAL GUIDANCE MATERIAL AIRSPEED INDICATOR CALIBRATION This document explains the process of calibration of the airspeed indicator to generate curves to convert indicated airspeed (IAS) to calibrated airspeed (CAS) and has been compiled as reference material only. i Technical Guidance Material BushCat NOSE-WHEEL AND TAIL-DRAGGER FITTED WITH ROTAX 912UL/ULS ENGINE APPROVED QRH PART NUMBER: BCTG-NT-001-000 AIRCRAFT TYPE: CHEETAH – BUSHCAT* DATE OF ISSUE: 18th JUNE 2018 *Refer to the POH for more information on aircraft type. ii For BushCat Nose Wheel and Tail Dragger LSA Issue Number: Date Published: Notable Changes: -001 18/09/2018 Original Section intentionally left blank. iii Table of Contents 1. BACKGROUND ..................................................................................................................... 1 2. DETERMINATION OF INSTRUMENT ERROR FOR YOUR ASI ................................................ 2 3. GENERATING THE IAS-CAS RELATIONSHIP FOR YOUR AIRCRAFT....................................... 5 4. CORRECT ALIGNMENT OF THE PITOT TUBE ....................................................................... 9 APPENDIX A – ASI INSTRUMENT ERROR SHEET ....................................................................... 11 Table of Figures Figure 1 Arrangement of instrument calibration system .......................................................... 3 Figure 2 IAS instrument error sample ........................................................................................ 7 Figure 3 Sample relationship between -
E6bmanual2016.Pdf
® Electronic Flight Computer SPORTY’S E6B ELECTRONIC FLIGHT COMPUTER Sporty’s E6B Flight Computer is designed to perform 24 aviation functions and 20 standard conversions, and includes timer and clock functions. We hope that you enjoy your E6B Flight Computer. Its use has been made easy through direct path menu selection and calculation prompting. As you will soon learn, Sporty’s E6B is one of the most useful and versatile of all aviation computers. Copyright © 2016 by Sportsman’s Market, Inc. Version 13.16A page: 1 CONTENTS BEFORE USING YOUR E6B ...................................................... 3 DISPLAY SCREEN .................................................................... 4 PROMPTS AND LABELS ........................................................... 5 SPECIAL FUNCTION KEYS ....................................................... 7 FUNCTION MENU KEYS ........................................................... 8 ARITHMETIC FUNCTIONS ........................................................ 9 AVIATION FUNCTIONS ............................................................. 9 CONVERSIONS ....................................................................... 10 CLOCK FUNCTION .................................................................. 12 ADDING AND SUBTRACTING TIME ....................................... 13 TIMER FUNCTION ................................................................... 14 HEADING AND GROUND SPEED ........................................... 15 PRESSURE AND DENSITY ALTITUDE ................................... -
Aero Twin, Inc. STC for Rudder Gust Lock
-- ST02540AK Aero Twin, Inc. 2403 Merrill Field Drive Anchorage, AK 99501 A43EU Airbus Defense and Space S. A. C-212-CB, CC, CD, CE, CF, DF, DE Fabrication and installation of Aero Twin, Inc., Rudder Gust Lock Kit No. 4111-212 on Airbus Defense and Space S. A. C-212 aircraft in accordance with Aero Twin, Inc., Master Data List No. 4111-212-MDL, Original Issue, dated May 8, 2020, or later FAA approved revision. : 1. The compatibility of this design change with previously approved modifications must be determined by the installer. 2. If the holder agrees to permit another person to use this Certificate to alter the product, the holder shall give the other person written evidence of that permission. 3. Instructions for Continued Airworthiness, Aero Twin, Inc. document number 4111-212-ICA, Original Issue, dated May 8, 2020, or later FAA accepted revision is a required part of this modification. 4. Airplane Flight Manual Supplement (AFMS), Aero Twin Doc. No. 4111-212-AFMS, Original Issue, dated August 27, 2020, or later FAA approved revision is a required part of this modification. November 20, 2017 September 8, 2020 _______________________________________________________ (Signature) August A. Asay Manager, Anchorage Aircraft Certification Office _______________________________________________________ (Title) _____________________________________________________________________________________________________________________________________ Any alteration of this certificate is punishable by a fine of not exceeding $1,000, or imprisonment not exceeding 3 years, or both. _____________________________________________________________________________________________________________________________________ FAA FORM 8110-2(10-68) PAGE 1 of 2 PAGES This certificate may be transferred in accordance with FAR 21.47. INSTRUCTIONS: The transfer endorsement below may be used to notify the appropriate FAA Regional Office of the transfer of this Supplemental Type Certificate. -
The Difference Between Higher and Lower Flap Setting Configurations May Seem Small, but at Today's Fuel Prices the Savings Can Be Substantial
THE DIFFERENCE BETWEEN HIGHER AND LOWER FLAP SETTING CONFIGURATIONS MAY SEEM SMALL, BUT AT TODAY'S FUEL PRICES THE SAVINGS CAN BE SUBSTANTIAL. 24 AERO QUARTERLY QTR_04 | 08 Fuel Conservation Strategies: Takeoff and Climb By William Roberson, Senior Safety Pilot, Flight Operations; and James A. Johns, Flight Operations Engineer, Flight Operations Engineering This article is the third in a series exploring fuel conservation strategies. Every takeoff is an opportunity to save fuel. If each takeoff and climb is performed efficiently, an airline can realize significant savings over time. But what constitutes an efficient takeoff? How should a climb be executed for maximum fuel savings? The most efficient flights actually begin long before the airplane is cleared for takeoff. This article discusses strategies for fuel savings But times have clearly changed. Jet fuel prices fuel burn from brake release to a pressure altitude during the takeoff and climb phases of flight. have increased over five times from 1990 to 2008. of 10,000 feet (3,048 meters), assuming an accel Subse quent articles in this series will deal with At this time, fuel is about 40 percent of a typical eration altitude of 3,000 feet (914 meters) above the descent, approach, and landing phases of airline’s total operating cost. As a result, airlines ground level (AGL). In all cases, however, the flap flight, as well as auxiliarypowerunit usage are reviewing all phases of flight to determine how setting must be appropriate for the situation to strategies. The first article in this series, “Cost fuel burn savings can be gained in each phase ensure airplane safety. -
Night Visit Standing on the Curb Outside Baggage Claim at LAX, I Shifted the Weight of My Overnight Bag on My Shoulder, Looking for My Brother, Peter
Night Visit Standing on the curb outside baggage claim at LAX, I shifted the weight of my overnight bag on my shoulder, looking for my brother, Peter. His white Toyota nosed its way through the congested airport traffic, and there he was! Blond and blue, eyes bright and twinkling as usual, skin clear, his handsome face crossed with only the smallest lines betraying the fact that he was at the tail end of his forties. We hugged and laughed, smiling into one another's eyes. Parting, I slipped my bag to the pavement, we grasped hands and jumped in a small circle as we did when we were children. He, still, eternally boyish. As for me, well, I’ve always been loathe to give up my "Peter Pan complex". He's my Peter, and I one of his lost boys, even if I am his older sister. Or maybe I’m his Wendy-bird: forever pre-pubescent innocents, I followed him, and we ran away from Florida to California, our Never-land. My sister's eyes, anxious but furtive, searched for signs of failing. Peter had been living with AIDS for such a long time now. Thankfully, as usual, I found myself relieved by his apparent glowing health. While I’d grabbed the brass ring, blue chip law firm, partner, fancy schmancy - since shortly after graduating from law school himself, Peter has been on disability. I feel it’s incumbent upon me to share the wealth and, while appreciating the help, I know he could care less about the money. -
Aviation Maintenance Alerts
ADVISORY CIRCULAR 43-16A AVIATION MAINTENANCE ALERTS ALERT FEBRUARY NUMBER 2006 331 CONTENTS AIRPLANES AVIAT .........................................................................................................................................1 BEECH ........................................................................................................................................2 CESSNA ......................................................................................................................................4 DASSAULT.................................................................................................................................6 GULFSTREAM...........................................................................................................................8 ISRAEL AIRCRAFT.................................................................................................................11 PIPER.........................................................................................................................................13 RAYTHEON..............................................................................................................................15 HELICOPTERS AGUSTA ...................................................................................................................................16 POWERPLANTS PRATT & WHITNEY ...............................................................................................................16 ACCESSORIES AERO-TRIM .............................................................................................................................18 -
Using an Autothrottle to Compare Techniques for Saving Fuel on A
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr. -
Advisory Circular (AC)
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Parts 91, 121, 125, and 135 Date: 7/30/12 AC No: 120-74B Flightcrew Procedures During Taxi Initiated by: Change: Operations AFS-200/800 1. PURPOSE. This advisory circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing to avoid causing a runway incursion. In accordance with Federal Aviation Administration (FAA) Order 7050.1, Runway Safety Program, the definition of a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. It is intended for use by persons operating aircraft with two or more pilots on the flight deck under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The FAA recommends that these guidelines become an integral part of all SOPs, flight operations manuals (FOM), and formal flightcrew member training programs. The use of flightcrew SOPs should be emphasized and employed during all phases of flight, including ground operations. Appendices 1 and 2 of this AC contain examples of SOPs that are identical or similar to some SOPs currently in use. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of Best Practices. SOPs may vary among fleets and among certificate holders and may change over time. Operators may integrate the information contained in Appendices 1 and 2 into their fleet-specific, route-specific, and equipment-specific operations and checklists. -
CRUISE FLIGHT OPTIMIZATION of a COMMERCIAL AIRCRAFT with WINDS a Thesis Presented To
CRUISE FLIGHT OPTIMIZATION OF A COMMERCIAL AIRCRAFT WITH WINDS _______________________________________ A Thesis presented to the Faculty of the Graduate School at the University of Missouri-Columbia _______________________________________________________ In Partial Fulfillment of the Requirements for the Degree Master of Science _____________________________________________________ by STEPHEN ANSBERRY Dr. Craig Kluever, Thesis Supervisor MAY 2015 The undersigned, appointed by the dean of the Graduate School, have examined the thesis entitled CRUISE FLIGHT OPTMIZATION OF A COMMERCIAL AIRCRAFT WITH WINDS presented by Stephen Ansberry, a candidate for the degree of Master of Science, and hereby certify that, in their opinion, it is worthy of acceptance. Professor Craig Kluever Professor Roger Fales Professor Carmen Chicone ACKNOWLEDGEMENTS I would like to thank Dr. Kluever for his help and guidance through this thesis. I would like to thank my other panel professors, Dr. Chicone and Dr. Fales for their support. I would also like to thank Steve Nagel for his assistance with the engine theory and Tyler Shinn for his assistance with the computer program. ii TABLE OF CONTENTS ACKNOWLEDGEMENTS………………………………...………………………………………………ii LIST OF FIGURES………………………………………………………………………………………..iv LIST OF TABLES…………………………………………………………………………………….……v SYMBOLS....................................................................................................................................................vi ABSTRACT……………………………………………………………………………………………...viii 1. INTRODUCTION.....................................................................................................................................1 -
Estimation of Aircraft Taxi-Out Fuel Burn Using Flight Data Recorder Archives
Estimation of Aircraft Taxi-out Fuel Burn using Flight Data Recorder Archives Harshad Khadilkar∗ and Hamsa Balakrishnany Massachusetts Institute of Technology, Cambridge, MA 02139, USA The taxi-out phase of a flight accounts for a significant fraction of total fuel burn for aircraft. In addition, surface fuel burn is also a major contributor to CO2 emissions in the vicinity of airports. It is therefore desirable to have accurate estimates of fuel consumption on the ground. This paper builds a model for estimation of on-ground fuel consumption of an aircraft, given its surface trajectory. Flight Data Recorder archives are used for this purpose. The taxi-out fuel burn is modeled as a linear function of several factors including the taxi-out time, number of stops, number of turns, and number of acceleration events. The statistical significance of each potential factor is investigated. The parameters of the model are estimated using least-squares regression. Since these parameters are estimated using data from operational aircraft, they provide more accurate estimates of fuel burn than methods that use idealized physical models of fuel consumption based on aircraft velocity profiles, or the baseline fuel consumption estimates provided by the International Civil Aviation Organization. Our analysis shows that in addition to the total taxi time, the number of acceleration events is a significant factor in determining taxi fuel consumption. Nomenclature ICAO International Civil Aviation Organization FDR Flight Data Recorder MTOW Maximum TakeOff Weight Tamb Ambient absolute temperature f Total fuel consumed during taxi-out t Taxi-out time ns Number of stops nt Number of turns na Number of acceleration events I.