ASI Calibration David F. Rogers Email: [email protected]
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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 -
Sept. 12, 1950 W
Sept. 12, 1950 W. ANGST 2,522,337 MACH METER Filed Dec. 9, 1944 2 Sheets-Sheet. INVENTOR. M/2 2.7aar alwg,57. A77OAMA). Sept. 12, 1950 W. ANGST 2,522,337 MACH METER Filed Dec. 9, 1944 2. Sheets-Sheet 2 N 2 2 %/ NYSASSESSN S2,222,W N N22N \ As I, mtRumaIII-m- III It's EARAs i RNSITIE, 2 72/ INVENTOR, M247 aeawosz. "/m2.ATTORNEY. Patented Sept. 12, 1950 2,522,337 UNITED STATES ; :PATENT OFFICE 2,522,337 MACH METER Walter Angst, Manhasset, N. Y., assignor to Square D Company, Detroit, Mich., a corpora tion of Michigan Application December 9, 1944, Serial No. 567,431 3 Claims. (Cl. 73-182). is 2 This invention relates to a Mach meter for air plurality of posts 8. Upon one of the posts 8 are craft for indicating the ratio of the true airspeed mounted a pair of serially connected aneroid cap of the craft to the speed of sound in the medium sules 9 and upon another of the posts 8 is in which the aircraft is traveling and the object mounted a diaphragm capsuler it. The aneroid of the invention is the provision of an instrument s: capsules 9 are sealed and the interior of the cas-l of this type for indicating the Mach number of an . ing is placed in communication with the static aircraft in fight. opening of a Pitot static tube through an opening The maximum safe Mach number of any air in the casing, not shown. The interior of the dia craft is the value of the ratio of true airspeed to phragm capsule is connected through the tub the speed of sound at which the laminar flow of ing 2 to the Pitot or pressure opening of the Pitot air over the wings fails and shock Waves are en static tube through the opening 3 in the back countered. -
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 ................................... -
Air Data Computer 8EB3AAA1 DESCRIPTION AMETEK Has Designed a Compact, Solid State Air Data Computer for Military Applications
Air Data Computer 8EB3AAA1 DESCRIPTION AMETEK has designed a compact, solid state Air Data Computer for military applications. The Air Data Computer utilizes a digital signal processor for fast calculation and response of air data parameters. Silicon pressure transducers provide the static and Pitot pressure values and are easily replaced without calibration. The AMETEK Air Data Computer incorporates a unique power supply that allows the unit to operate through 5 second power interrupts when at any input voltage in its operating range. This ensures that critical air data parameters reach the cockpit and control systems under a FEATURES wide variety of conditions. 3 The MIL-STD-1553 interface 40 ms update rate Thirteen (13) different air data parameters are provided on the MIL-STD- 3 11-bit reported pressure 1553B interface and are calculated by the internal processor at a 40 ms rate. altitude interface 3 AOA and total temperature An 11-bit reported pressure altitude interface encoded per FAA order inputs 1010.51A is available for Identification Friend or Foe equipment. 3 Low weight: 2.29 lbs. 3 Small size: 6.81” x 6.0” x 2.5” 3 Low power: 1.5 watts 3 DO-178B level A software AEROSPACE & DEFENSE Air Data Computer 8EB3AAA1 SPECIFICATIONS PERFORMANCE CHARACTERISTICS Air Data Parameters Power: DO-160, Section 16 Cat Z or MIL-STD-704A-F • ADC Altitude Rate Output (Hpp or dHp/dt) 5 second power Interruption immunity at any • True Airspeed Output (Vt) input voltage • Calibrated Airspeed Output (Vc) Power Consumption: 1.5 watts • Indicated Airspeed Output (IAS) Operating Temperature: -55°C to +71°C; 1/2 hour at +90°C • Mach Number Output (Mt) Weight: 2.29 lbs. -
16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT
16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT PERFORMANCE FLIGHT SIMULATION LAB Note: You may work with one partner while actually flying the flight simulator and collecting data. Your write-up must be done individually. You can do this problem set at home or using one of the simulator computers. There are only a few simulator computers in the lab area, so not leave this problem to the last minute. To save time, please read through this handout completely before coming to the lab to fly the simulator. Objectives At the end of this problem set, you should be able to: • Take off and fly basic maneuvers using the flight simulator, and describe the relationships between the control yoke and the control surface movements on the aircraft. • Describe pitch - airspeed - vertical speed relationships in gliding performance. • Explain the difference between indicated and true airspeed. • Record and plot airspeed and vertical speed data from steady-state flight conditions. • Derive lift and drag coefficients based on empirical aircraft performance data. Discussion In this lab exercise, you will use Microsoft Flight Simulator 2000/2002 to become more familiar with aircraft control and performance. Also, you will use the flight simulator to collect aircraft performance data just as it is done for a real aircraft. From your data you will be able to deduce performance parameters such as the parasite drag coefficient and L/D ratio. Aircraft performance depends on the interplay of several variables: airspeed, power setting from the engine, pitch angle, vertical speed, angle of attack, and flight path angle. -
Digital Air Data Computer Type Ac32
DIGITAL AIR DATA COMPUTER TYPE AC32 GENERAL THOMMEN is a leading manufacturer of Air Data Systems It also supports the Air Data for enhanced safety and aircraft instruments used worldwide on a full range infrastructure capabilities for Transponders and an ICAO aircraft types from helicopters to corporate turbine aircraft encoded altitude output is also available as an option. and commercial airliners. The AC32 measures barometric altitude, airspeed and temperature in the atmosphere with Its power supply is designed for 28 VDC. The low power integrated vibrating cylinder pressure sensors with high consumption of less than 7 Watts and its low weight of only accuracy and stability for both static and pitot ports. 2.2 Ibs (1000 grams) have been optimized for applications in state-of-the-art avionics suites. The extensive Built-in-Test The THOMMEN AC32 Digital Air Data Computer exceeds FAA capability guarantees safe operation. Technical Standard Order (TSO) and accuracy requirements. The computed air data parameters are transmitted via the The AC32 is designed to be modular which allows easy configurable ARINC 429 data bus. There are two ARINC 429 maintenance by the operator thanks to the RS232 transmit channels and two receive channels with which baro maintenance interface. The THOMMEN AC32 can be confi correction can be accomplished also. gured for different applications and has excellent hosting capabilities for supplying data to next generation equipment The AC32 meets the requirements for multiple platforms for without altering the system architecture. TAWS, ACAS/TCAS, EGPWS or FMS systems. For customized versions please contact THOMMEN AIRCRAFT EQUIPMENT AG sales department. -
FAHRZEUGTECHNIK Studiengang Flugzeugbau
fachhochschule hamburg FACHBEREICH FAHRZEUGTECHNIK Studiengang Flugzeugbau Berliner Tor 5 D - 20099 Hamburg in Zusammenarbeit mit: University of Limerick Department of Mechanical & Aeronautical Engineering Limerick, Ireland Diplomarbeit - Flugzeugbau - Development of an aircraft performance model for the prediction of trip fuel and trip time for a generic twin engine jet transport aircraft Verfasser: Gerold Straubinger Abgabedatum: 15.03.00 Betreuer: Trevor Young, Lecturer 1. Prüfer: Prof. Dr.-Ing. Dieter Scholz, MSME 2. Prüfer: Prof. Dr.-Ing. Hans-Jürgen Flüh Fahrzeugtechnik Abstract This report gives an overview of methods for aircraft performance calculations. After explain- ing the necessary background and the International Standard Atmosphere, it deals with a com- plete mission of a generic twin engine jet transport aircraft, including the required reserves of a diversion. Every part of the mission is considered. This includes climb, cruise, descent and hold. Equations for determining significant parameters of all parts are derived and differences between idealized calculations (based on mathematical performance models) and real ones (based on aircraft flight test data) are explained. A computer program has been written as a macro in Lotus 1-2-3, with data obtained during flights. In the main report simple flowcharts are given to illustrate the methods used. The pro- gram results show the required fuel and the time for an airliner of a certain weight performing a mission with a certain range. In the appendix all data and the flowcharts -
Unusual Attitudes and the Aerodynamics of Maneuvering Flight Author’S Note to Flightlab Students
Unusual Attitudes and the Aerodynamics of Maneuvering Flight Author’s Note to Flightlab Students The collection of documents assembled here, under the general title “Unusual Attitudes and the Aerodynamics of Maneuvering Flight,” covers a lot of ground. That’s because unusual-attitude training is the perfect occasion for aerodynamics training, and in turn depends on aerodynamics training for success. I don’t expect a pilot new to the subject to absorb everything here in one gulp. That’s not necessary; in fact, it would be beyond the call of duty for most—aspiring test pilots aside. But do give the contents a quick initial pass, if only to get the measure of what’s available and how it’s organized. Your flights will be more productive if you know where to go in the texts for additional background. Before we fly together, I suggest that you read the section called “Axes and Derivatives.” This will introduce you to the concept of the velocity vector and to the basic aircraft response modes. If you pick up a head of steam, go on to read “Two-Dimensional Aerodynamics.” This is mostly about how pressure patterns form over the surface of a wing during the generation of lift, and begins to suggest how changes in those patterns, visible to us through our wing tufts, affect control. If you catch any typos, or statements that you think are either unclear or simply preposterous, please let me know. Thanks. Bill Crawford ii Bill Crawford: WWW.FLIGHTLAB.NET Unusual Attitudes and the Aerodynamics of Maneuvering Flight © Flight Emergency & Advanced Maneuvers Training, Inc. -
E230 Aircraft Systems
E230 Aircraft Systems Fly fast Fly slow School Of 6th Presentation Engineering Air Speed Indicator • Airspeed indicator (ASI) is an instrument that measures speed relative to surrounding air. • The faster the aircraft the greater the dynamic air pressure. • ASI uses the difference in pitot and static pressure for measurement. • Compensation for variation in position, compression, density is necessary for true airspeed. • Shows indicated airspeed if uncorrected. School of Engineering Operation of ASI • Dy = Dynamic Pressure • S = Static Pressure • When aircraft is stationary, Dy = 0 • As pitot pressure increase, capsule expands to increase reading School of Engineering Markings on a ASI • White range: operating speed VS0 with flaps V S1 extended VNE • Green range: operating speed with flaps VFE retracted • Yellow range: May be operated in smooth air VN0 condition School of Engineering Markings on a ASI • VS0 – Stall speed with flaps/landing gear fully extended • VS1 – Stall speed with flaps/landing gear retracted • VFE – Maximum speed with flaps/landing gear fully extended • VN0 – Maximum speed with flaps/landing gear retracted • VNE – “Never Exceed” speed, beyond which structural damage may occur School of Engineering Airspeed conversion Corrected for Corrected for IAS position & CAS compressibility EAS instrument error effects Corrected for density Corrected for differences GS head/tail wind TAS • Memory aid: ICE-TG T G I C E School of Engineering Mach Number • Mach number = True Airspeed/Speed of sound • Speed of sound varies with temperature • Temperature varies with altitude • Thus Mach number varies with altitude • The same airspeed can have different Mach numbers depending on the flight altitude School of Engineering Machmeter • Knowing the airspeed alone is not enough to avoid shock waves forming at the critical Mach number • Pilot needs to know the Mach number and not the airspeed to avoid shock waves • That is why machmeter is needed. -
Why Fly High?
gains from high altitude flight- Ex . perimental flights above 30,000 feet later by Wiley Post in his homebuilt Why were being made as early as 1920. pressure suit and famous super- That year "Shorty" Schroeder charged Lockheed Vega "Winnie th , e climbe Liberts dhi y engine Pera dL e Mae". biplan world'a o et s record heighf o t What' magio s c about high alti- 36,020 feet. The plane's engine con- tude flight? The secret is that an air- Fly craft can actually fly much faster than taine theturbochargee w dth nne - rde velope Sanfory db d Mos f Generao s l it thinks it is going without using any Electric. Oddly, the tremendous additional engine output. Thus, both breakthrough made possible by the true airspeed and range may be dra- High? matically improved. What happens is turbocharge e knowledgth y b d ean r gaine thin do s fligh largels wa t - yig that the density of the air, or weight per cubic foot of the air is reduced at HoveyW. ByR. (EAA 64958) e aviationoreth y b d n world until World War n — twenty years later. high altitude. A given applied horse- Box 1074 Schroeder encounterew no e th d power will, however, e resulth n i t Saugus, California 91350 lacfamiliaa o kt e t strearje du t mbu wings, prop, etc. doin same gth e giv- of pressurization was unable to ex- en amount of work regardless of the D'ESIGNER, F O experimenS - plore its potential benefits for high change in air density. -
Ground Speed Calculation Using Wind Component Information for Trajectory Prediction
Volume 4, Number 3, September 2013 Journal of Convergence Ground Speed Calculation Using Wind Component Information for Trajectory Prediction 1 1 1 Yong-Kyun Kim , Deok Gyu Lee †, Jong Wook Han Hyodal Park2 1 Electronics & Telecommunications Research Institute 2 Electronic and Electrical Engineering, Inha University, Software Research Laboratory Dept. of Cyber Security #100, Inharo, Nam-gu, Incheon, Rep. of Korea Daejeon, Rep. of Korea [email protected] {Ykkim1, deokgyulee, hanjw}@etri.re.kr ` Abstract—Ground speed calculation is basic work for trajectory an arrival airport. The following simplifications are made. The prediction, conflict detection and air traffic flow management. airspace is considered as an Euclidean space, where all airports This paper proposes a novel algorithm based on Vincenty’s formulas for ground speed calculation. Our experiments used are at altitude 0. Latitudes and longitudes on the ellipsoidal simulations with wind components and our experimental results Earth’s surface are converted into (x, y) coordinates by a show that our ground speed calculation exhibits much better stereographic projection, and the altitude in feet shall be our z accuracy performance. coordinate [5]. Keywords—Ground speed, True Airspeed, Trajectory Prediction, ATFM I. INTRODUCTION The air traffic control (ATC) system improves the safety and efficiency of air traffic by preventing collisions against other aircraft and obstacles and managing an aircraft’s navigation status [1]. Air traffic demand is expected to more Fig. 1. Basic design of trajectory than double over the next 20 years [2]. The accuracy of trajectory predictions in en-route airspace impacts ATM All aircraft fly with identical performances and follow linear conflict predictions and estimated times of arrival (ETA) to slopes of climb and descent. -
Air Data Computers
TECHNOLOGY Air Data Computers BY KIM WIOLLAND PORTER-STRAIT INSTRUMENT CO. INC ir Data Computers have been The Beginning with us for many years now Initially, the main air data sensing A and have become increasingly application that concerned us was for more important, never more so then an altitude hold capability with the now as the RVSM mandate deadline autopilot. This “Altitude Capsule,” a approaches. The conventional aneroid simple aneroid just like an altimeter, pressure altimeter has been around is interfaced to a locking solenoid that for decades and is surprisingly accu- allows an error signal to be gener- Rockwell rate for a mechanical instrument. This Collinsʼ ated as the diaphragm changes with ADC-3000 instrument however will slowly lose altitude. All these capsules used gears, accuracy with increasing altitude. This cams, potentiometers and solenoids to eliminated these mechanical concerns. scale error is why they will not meet maintain a given altitude when com- Solid state pressure sensors and digital todayʼs stringent RVSM accuracy manded. In those days if the aircraft instruments are much more forgiving. requirements. The history of RVSM held within +/-100 feet, that was con- Current generation air data computers goes back further then you think, it sidered nominal, but then the accuracy have evolved into a separate sensor/ was first proposed in the mid–1950s would also vary at different altitudes. amplifier that provides a multitude of and again in 1973, and both times was These mechanically sensing instru- functions and information. rejected. With RVSM going into effect ments have at times been problems for The first generation of a Central Air this month, it will provide six new us all, failing to maintain proper pres- Data Computer (CADC) evolved out flight levels, increase airspace capac- sure rates on them during normal rou- of the Navy F14A Tomcat program in ity and most likely save hundreds of tine maintenance would cause undo the 1967-1969 time period.