AIR Glide Display S
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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 -
Aviation Glossary
AVIATION GLOSSARY 100-hour inspection – A complete inspection of an aircraft operated for hire required after every 100 hours of operation. It is identical to an annual inspection but may be performed by any certified Airframe and Powerplant mechanic. Absolute altitude – The vertical distance of an aircraft above the terrain. AD - See Airworthiness Directive. ADC – See Air Data Computer. ADF - See Automatic Direction Finder. Adverse yaw - A flight condition in which the nose of an aircraft tends to turn away from the intended direction of turn. Aeronautical Information Manual (AIM) – A primary FAA publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. A/FD – See Airport/Facility Directory. AHRS – See Attitude Heading Reference System. Ailerons – A primary flight control surface mounted on the trailing edge of an airplane wing, near the tip. AIM – See Aeronautical Information Manual. Air data computer (ADC) – The system that receives and processes pitot pressure, static pressure, and temperature to present precise information in the cockpit such as altitude, indicated airspeed, true airspeed, vertical speed, wind direction and velocity, and air temperature. Airfoil – Any surface designed to obtain a useful reaction, or lift, from air passing over it. Airmen’s Meteorological Information (AIRMET) - Issued to advise pilots of significant weather, but describes conditions with lower intensities than SIGMETs. AIRMET – See Airmen’s Meteorological Information. Airport/Facility Directory (A/FD) – An FAA publication containing information on all airports, seaplane bases and heliports open to the public as well as communications data, navigational facilities and some procedures and special notices. -
Module-7 Lecture-29 Flight Experiment
Module-7 Lecture-29 Flight Experiment: Instruments used in flight experiment, pre and post flight measurement of aircraft c.g. Module Agenda • Instruments used in flight experiments. • Pre and post flight measurement of center of gravity. • Experimental procedure for the following experiments. (a) Cruise Performance: Estimation of profile Drag coefficient (CDo ) and Os- walds efficiency (e) of an aircraft from experimental data obtained during steady and level flight. (b) Climb Performance: Estimation of Rate of Climb RC and Absolute and Service Ceiling from experimental data obtained during steady climb flight (c) Estimation of stick free and fixed neutral and maneuvering point using flight data. (d) Static lateral-directional stability tests. (e) Phugoid demonstration (f) Dutch roll demonstration 1 Instruments used for experiments1 1. Airspeed Indicator: The airspeed indicator shows the aircraft's speed (usually in knots ) relative to the surrounding air. It works by measuring the ram-air pressure in the aircraft's Pitot tube. The indicated airspeed must be corrected for air density (which varies with altitude, temperature and humidity) in order to obtain the true airspeed, and for wind conditions in order to obtain the speed over the ground. 2. Attitude Indicator: The attitude indicator (also known as an artificial horizon) shows the aircraft's relation to the horizon. From this the pilot can tell whether the wings are level and if the aircraft nose is pointing above or below the horizon. This is a primary instrument for instrument flight and is also useful in conditions of poor visibility. Pilots are trained to use other instruments in combination should this instrument or its power fail. -
How to Make My Air Glide S Work Properly
How to make my Air Glide S work properly Originally written by Horst Rupp. Many thanks to Richard Frawley who edited and retranslated this article into proper English. 2014/11/21. The basic prerequisite for the Air Glide S, in particular the AHRS part, to work properly so that the extraneous ‘noise’ (gusts, wind shifts, perturbations etc) can be removed is to ensure that it is set up correctly. The instrument is very sensitive and the installation needs to be done in a way that ensures that only the correct inputs are being sensed. Most legacy instrument installations take all pressures from probes at the rudder fin. And most unfortunately, many of them use the total energy (TE) pressure from the fin to feed in parallel a mass-measurement variometer with a capacity flask (in Germany mostly a Winter) and a pressure sensor probe variometer such as the Air Glide S (no capacity flask). There are many publications indicating the deterioration (mostly damping) of the pressure sensor probe measurements by the stream of air mass in and out of the capacity flask. So, it is obviously a somewhat bad idea to do that to your Air Glide S. This interference with a mass measuring instruments is certainly not compliant with the above mentioned basic prerequisite. Fortunately, the Air Glide S can be compensated by total pressure (called electronic compensation as opposed to TE compensation). This is a new feature of the Air Glide S arriving with V 1.1. Total pressure and TE pressure carry more or less (depends on quality of probe) the same information - but for the sign : Total pressure is static pressure PLUS pitot pressure, TE pressure is static pressure MINUS pitot pressure (probe compensation factor (~)-1). -
Chapter: 4. Approaches
Chapter 4 Approaches Introduction This chapter discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various authorizations and approach limitations for all operators is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is appropriate. 4-1 Approach Planning within the framework of each specific air carrier’s OpSpecs, or Part 91. Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure Weather Considerations or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an Weather conditions at the field of intended landing dictate instrument approach can begin as far as 100-200 NM from whether flight crews need to plan for an instrument the destination. Some of the approach planning should approach and, in many cases, determine which approaches be accomplished during preflight. In general, there are can be used, or if an approach can even be attempted. The five steps that most operators incorporate into their flight gathering of weather information should be one of the first standards manuals for the in-flight planning phase of an steps taken during the approach-planning phase. Although instrument approach: there are many possible types of weather information, the primary concerns for approach decision-making are • Gathering weather information, field conditions, windspeed, wind direction, ceiling, visibility, altimeter and Notices to Airmen (NOTAMs) for the airport of setting, temperature, and field conditions. -
Instrument and Equipment
PCAR PART 7 Republic of the Philippines CIVIL AVIATION REGULATIONS (CAR) PART 7 INSTRUMENT AND EQUIPMENT July 2021 Edition i U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 INTENTIONALLY LEFT BLANK PAGE July 2021 Edition ii U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition iii U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition iv U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition v U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 RECORD OF AMENDMENTS Amendment No. Date Subject Incorporated By Original Issue 23 June 2008 Ruben F. Ciron First Amendment 21 March 2011 1. 7.2.9 Navigation Equipment Ramon S. Gutierrez Second Amendment 01 August 2013 Inserted vertical bars on the LT GEN William K previous amendments Hotchkiss III AFP (Ret) Third Amendment 31 October 2013 1. -
OSR ISS ISU Rev 0
U.S. Department of Transportation Federal Aviation Administration Washington, DC Operational Suitability Report (OSR) Revision: Original Date: 08/06/2018 Innovative Solutions & Support Integrated Standby Unit with Autothrottle Christy Helgeson, Chair Flight Standardization Board (FSB) Federal Aviation Administration (FAA) Small Aircraft Branch 901 Locust Street, Room 332 Kansas City, MO 64106 Telephone: (816) 329-3238 Fax: (816) 329-3241 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report TABLE OF CONTENTS Section Page RECORD OF REVISIONS .............................................................................................................3 1. PURPOSE AND APPLICABILITY ........................................................................................4 2. DESCRIPTION ........................................................................................................................4 3. PROCEDURES FOR USE OF THE ISU A/T .........................................................................7 4. SPECIFICATIONS FOR TRAINING AND CHECKING ......................................................7 2 of 7 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report RECORD OF REVISIONS Revision Number Sections Date Original All 08/06/2018 3 of 7 Innovative Solutions & Support Revision: Original Integrated Standby Unit with Autothrottle 08/06/2018 Operational Suitability Report -
Richard Lancaster [email protected]
Glider Instruments Richard Lancaster [email protected] ASK-21 glider outlines Copyright 1983 Alexander Schleicher GmbH & Co. All other content Copyright 2008 Richard Lancaster. The latest version of this document can be downloaded from: www.carrotworks.com [ Atmospheric pressure and altitude ] Atmospheric pressure is caused ➊ by the weight of the column of air above a given location. Space At sea level the overlying column of air exerts a force equivalent to 10 tonnes per square metre. ➋ The higher the altitude, the shorter the overlying column of air and 30,000ft hence the lower the weight of that 300mb column. Therefore: ➌ 18,000ft “Atmospheric pressure 505mb decreases with altitude.” 0ft At 18,000ft atmospheric pressure 1013mb is approximately half that at sea level. [ The altimeter ] [ Altimeter anatomy ] Linkages and gearing: Connect the aneroid capsule 0 to the display needle(s). Aneroid capsule: 9 1 A sealed copper and beryllium alloy capsule from which the air has 2 been removed. The capsule is springy Static pressure inlet and designed to compress as the 3 pressure around it increases and expand as it decreases. 6 4 5 Display needle(s) Enclosure: Airtight except for the static pressure inlet. Has a glass front through which display needle(s) can be viewed. [ Altimeter operation ] The altimeter's static 0 [ Sea level ] ➊ pressure inlet must be 9 1 Atmospheric pressure: exposed to air that is at local 1013mb atmospheric pressure. 2 Static pressure inlet The pressure of the air inside 3 ➋ the altimeter's casing will therefore equalise to local 6 4 atmospheric pressure via the 5 static pressure inlet. -
[email protected] C/ Fruela, 6 Fax: +34 91 463 55 35 28011 Madrid (España) Notice
CICIAIAIACAC COMISIÓN DE INVESTIGACIÓN DE ACCIDENTES E INCIDENTES DE AVIACIÓN CIVIL Report IN-015/2019 Incident involving a BOEING B-737-524, registration LY-KLJ, at the Getafe Air Base (Madrid) on 5 April 2019 GOBIERNO MINISTERIO DE ESPAÑA DE TRANSPORTES, MOVILIDAD Y AGENDA URBANA Edita: Centro de Publicaciones Secretaría General Técnica Ministerio de Transportes, Movilidad y Agenda Urbana © NIPO: 796-20-128-4 Diseño, maquetación e impresión: Centro de Publicaciones COMISIÓN DE INVESTIGACIÓN DE ACCIDENTES E INCIDENTES DE AVIACIÓN CIVIL Tel.: +34 91 597 89 63 E-mail: [email protected] C/ Fruela, 6 Fax: +34 91 463 55 35 http://www.ciaiac.es 28011 Madrid (España) Notice This report is a technical document that reflects the point of view of the Civil Aviation Accident and Incident Investigation Commission (CIAIAC) regarding the circumstances of the accident object of the investigation, and its probable causes and consequences. In accordance with the provisions in Article 5.4.1 of Annex 13 of the International Civil Aviation Convention; and with articles 5.5 of Regulation (UE) nº 996/2010, of the European Parliament and the Council, of 20 October 2010; Article 15 of Law 21/2003 on Air Safety and articles 1., 4. and 21.2 of Regulation 389/1998, this investigation is exclusively of a technical nature, and its objective is the prevention of future civil aviation accidents and incidents by issuing, if necessary, safety recommendations to prevent from their reoccurrence. The investigation is not pointed to establish blame or liability whatsoever, and it’s not prejudging the possible decision taken by the judicial authorities. -
FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2
i ii Preface This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics. This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word “must” or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included. This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980. -
Study of the Pilot's Attention in the Cabin During the Flight Auxiliary Devices Such As Variometer, Turn Indicator with Crosswise Or Other
Journal of KONES Powertrain and Transport, Vol. 25, No. 3 2018 ISSN: 1231-4005 e-ISSN: 2354-0133 DOI: 10.5604/01.3001.0012.4309 STUDY OF THE PILOT’S ATTENTION IN THE CABIN DURING THE FLIGHT Mirosław Adamski, Mariusz Adamski, Ariel Adamski Polish Air Force Academy, Department of Aviation Dywizjonu 303 Street 35, 08-521 Deblin, Poland tel.: +48 261 517423, fax: +48 261 517421 e-mail: [email protected] [email protected], [email protected] Andrzej Szelmanowski Air Force Institute of Technology Ksiecia Boleslawa Street 6, 01-494 Warsaw, Poland tel.: +48 261 851603, fax: +48 261 851646 e-mail: [email protected] Abstract The pilot, while performing certain tasks or being in the battlefield environment works in a time lag. He is forced to properly interpret the information and quickly and correctly take action. Therefore, the instruments in the cabin should be arranged in such a way that they are legible and the operator have always-easy access to them. Due to the dynamics of the aircraft and the time needed to process the information by the pilot, a reaction delay occurs, resulting in the plane flying in an uncontrolled manner even up to several hundred meters. This article discusses the VFR and IFR flight characteristics, the pilot’s attention during flight, cabin ergonomics, and the placement of on-board instruments having a significant impact on the safety of the task performed in the air. In addition, tests have been carried out to determine exactly what the pilot’s eye is aimed at while completing the aerial task. -
TOTAL ENERGY COMPENSATION in PRACTICE by Rudolph Brozel ILEC Gmbh Bayreuth, Germany, September 1985 Edited by Thomas Knauff, & Dave Nadler April, 2002
TOTAL ENERGY COMPENSATION IN PRACTICE by Rudolph Brozel ILEC GmbH Bayreuth, Germany, September 1985 Edited by Thomas Knauff, & Dave Nadler April, 2002 This article is copyright protected © ILEC GmbH, all rights reserved. Reproduction with the approval of ILEC GmbH only. FORWARD Rudolf Brozel and Juergen Schindler founded ILEC in 1981. Rudolf Brozel was the original designer of ILEC variometer systems and total energy probes. Sadly, Rudolph Brozel passed away in 1998. ILEC instruments and probes are the result of extensive testing over many years. More than 6,000 pilots around the world now use ILEC total energy probes. ILEC variometers are the variometer of choice of many pilots, for both competition and club use. Current ILEC variometers include the SC7 basic variometer, the SB9 backup variometer, and the SN10 flight computer. INTRODUCTION The following article is a summary of conclusions drawn from theoretical work over several years, including wind tunnel experiments and in-flight measurements. This research helps to explain the differences between the real response of a total energy variometer and what a soaring pilot would prefer, or the ideal behaviour. This article will help glider pilots better understand the response of the variometer, and also aid in improving an existing system. You will understand the semi-technical information better after you read the following article the second or third time. THE INFLUENCE OF ACCELERATION ON THE SINK RATE OF A SAILPLANE AND ON THE INDICATION OF THE VARIOMETER. Astute pilots may have noticed when they perform a normal pull-up manoeuvre, as they might to enter a thermal; the TE (total energy) variometer first indicates a down reading, whereas the non-compensated variometer would rapidly go to the positive stop.