Design and Implementation of a Compact Avionics Instrument for Light Aviation
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Taurus Manual ENG 250Special.Indd
Flight manual and Maintenance manual applies to Taurus 503 equipped with Rotax 503 engine REV. 0 (21 June, 2006) This is the original manual of Pipistrel d.o.o. Ajdovščina Should third-party translations to other languages contain any discreptancies, Pipistrel d.o.o. Ajdovščina denies all responsibility. WARNING! This booklet MUST be present inside the cockpit at all times! Should you be selling the aircraft make sure this manual is handed over to the new owner. 2 TAURUS motorglider www.pipistrel.si REV. 0 Taurus model: Factory serial number: Date of manufacture: Aircraft empty weight (kg): Available crew weight (no front ballast): Available crew weight (9 kg front ballast): Available luggage weight: List of equipment included in aircraft empty weight: Date and place of issue: Ajdovščina, www.pipistrel.si TAURUS motorglider 3 REV. 0 Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI-5270 Ajdovščina, Slovenija tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: [email protected] www.pipistrel.si Flight manual and Maintenance manual for Taurus motorglider Model: Taurus 503 (Rotax 503) Slovenian Data Sheet number: TC 02/001 - AT/ULN 04 Factory serial number: Registration number: Date of Issue: June, 2006 Pages signed under “Approval” in section Index of revisions and List of valid pages (pages 4 and 5 of this manual) are approved by: Authority: Signature: Stamp: Original date of Approval: This aircraft is to be operated in compliance with information and limitations contained herein. The original English Language edition of this manual has been approved as operating instruction according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia. -
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). -
Training Guide for Weight-Shift Ultralights
TTrraaiinniinngg GGuuiiddee ffoorr WWeeiigghhtt--SShhiifftt UUllttrraalliigghhttss Safety Information for Instructors and Students EAA Weight-Shift Ultralight Training Guide Version 1.3 ______________________________________________________________________________ Introduction Ultralight aviation in the United States is the most unencumbered opportunity for solo flight in the world. Tremendous freedoms are given to ultralight pilots. However, at the same time there are strict limitations that must be followed. With this freedom, however, come responsibilities to ensure the safety of other individuals in the airspace as well as on the ground. In 1982 the FAA issued Federal Aviation Regulation Part 103, Ultralight Vehicles. With this regulation, the FAA chose to identify ultralights as vehicles and not aircraft. Because they are vehicles and not aircraft, this regulation allows individuals to operate ultralight vehicles without requiring FAA pilot or vehicle certification. Upon publishing Part 103 the FAA said it did not wish to issue pilot certificates for ultralight operators. Instead, the FAA said individuals who want to fly ultralights should participate in industry-established self-regulation and training programs. Since 1983 EAA has maintained programs to support Part 103 and has held an exemption to Part 103 that allowed the operation of 2-place ultralight training vehicles by authorized ultralight flight instructors. In 2004, the FAA passed the sport pilot & light-sport aircraft regulations. One specific purpose of this new rule was to transition 2-place ultralight training vehicles to experimental light-sport aircraft. As a result, after the training exemption expires on 1/31/08 there will no longer be a way to fly a 2-place ultralight to train ultralight pilots. -
White Eng 17 1.Cdr
WHITE PAPER I’M AERO White paper - I’M AERO First and the only ultralight coaxial helicopter This document is not a securities oering or a scheme of collective investment, nor does it require the registration or approval of the Monetary Authority of Singapore. The participants are advised to carefully read this document and be cautious when investing funds. 1. Introduction 2. Company’s products and their description 2.1. Ultralight aviation and coaxial system in helicopter industry 2.2. Manufacturing facilities of I’M AERO 2.3. Application range of the helicopters of I’M AERO 2.4. Review of the models and technical peculiarities of the I’M AERO helicopters 2.4.1. Ultralight airplane Nestling 21 2.4.2. Ultralight coaxial helicopter Helicopter R-34 2.4.3. Unmanned aerial vehicle Aerobot A-34 2.5. Geography of product application 3. Implementation of the blockchain 4. I’M AERO meets market needs 5. Business model 6. Marketing research 7. Roadmap of the Project 8. Project team 9. Structure of the Token Sale 10. Jurisdiction 11. Contacts * The current version of White Paper is not final and can be adjusted. The final parameters will be presented a few days before the Token Sale starts. Introducon The aim of the I AM AERO Project is to create a series production of ultralight aircraft that meet the needs of the population at the level of everyday use, as well as to meet the challenges of private business and the demands of government agencies. I’M AERO is a specialized aviation enterprise engaged in the design, development and production of manned and unmanned aerial vehicles. -
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. -
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. -
DESIGN and ANALYSIS of WING of an ULTRALIGHT AIRCRAFT USING ANSYS Sarath Raj N
ISSN: 2277-9655 [Sarath Raj* et al., 6(4): April, 2017] Impact Factor: 4.116 IC™ Value: 3.00 CODEN: IJESS7 IJESRT INTERNATIONAL JOURNAL OF ENGINEERING SCIENCES & RESEARCH TECHNOLOGY DESIGN AND ANALYSIS OF WING OF AN ULTRALIGHT AIRCRAFT USING ANSYS Sarath Raj N. S*, Chithirai Pon Selvan M, Michael G. Bseliss Faculty Member in Aerospace Engineering, Amity University, Dubai, United Arab Emirates Faculty Member in Mechanical Engineering, Amity University, Dubai, United Arab Emirates Undergraduate Student in Aerospace Engineering, Amity University, Dubai, United Arab Emirates DOI: 10.5281/zenodo.569965 ABSTRACT Ultralight aircraft is the flying of lightweight, one or two seat fixed-wing aircraft. In this article, the high wing of an ultralight aircraft is designed and analyzed with the help of software ANSYS FLUENT. The wing configuration includes its underlying contemplations like planform choice, location in the aircraft and the auxiliary outline includes the design calculations for the determination of airfoil, range of the wing, wing loading attributes and weight of the wing. Finally using an analysis software ANSYS, the design is done for the estimated takeoff weight. KEYWORDS: Ultralight Aircraft, Wing Design, Analysis, CFD, Ansys, Lift, Drag INTRODUCTION An ultralight aircraft is a very light and small aircraft which is used for purposes like sports, personal hobby and recreational interests mainly. It is also referred to as a microlight aircraft. An ultralight light aircraft is very light in weight and flies very slowly, which is why they are not considered to be very hazardous. The usage of ultralight aircrafts came to play during the late 1970s and early 1980s, mostly stimulated by the gliding movement and many people were sought after affordable powered flight. -
Fixed-Wing Ultralights Found Today Are Conventional 3-Axis Designs, and Many Different Types of 3- Axis Light Aircraft Could Be Suitable for Dual Flight Training
TTrraaiinniinngg GGuuiiddee ffoorr FFiixxeedd--WWiinngg UUllttrraalliigghhttss Safety Information for Instructors and Students Introduction Ultralight aviation in the United States is the most unencumbered opportunity for solo flight in the world. Tremendous freedoms are given to ultralight pilots. However, at the same time there are strict limitations that must be followed. With this freedom, however, come responsibilities to ensure the safety of other individuals in the airspace as well as on the ground. In 1982 the FAA issued Federal Aviation Regulation Part 103, Ultralight Vehicles. With this regulation, the FAA chose to identify ultralights as vehicles and not aircraft. Because they are vehicles and not aircraft, this regulation allows individuals to operate ultralight vehicles without requiring FAA pilot or vehicle certification. Upon publishing Part 103 the FAA said it did not wish to issue pilot certificates for ultralight operators. Instead, the FAA said individuals who want to fly ultralights should participate in industry-established self-regulation and training programs. Since 1983 EAA has maintained programs to support Part 103 and has held an exemption to Part 103 that allowed the operation of 2-place ultralight training vehicles by authorized ultralight flight instructors. In 2004, the FAA passed the sport pilot & light-sport aircraft regulations. One specific purpose of this new rule was to transition 2-place ultralight training vehicles to experimental light-sport aircraft. As a result, after the training exemption expires on 1/31/08 there will no longer be a way to fly a 2-place ultralight to train ultralight pilots. The FAA has said they intend ultralight pilot training to be conducted in N-numbered aircraft by FAA flight instructors. -
Speed to Fly Variometer, Flight Recorder, Final Glide Calculator and Simple Navigation System with Internal Backup Battery
LX Eos Speed to fly variometer, flight recorder, final glide calculator and simple navigation system with internal backup battery. User’s manual (version 1.4) Refers to LX Eos FW version 1.3 For standalone use and for use in LX Zeus configuration. Tkalska 10 SI 3000 Celje Tel.: 00 386 3 490 46 70 Fax.: 00 386 3 490 46 71 [email protected] www.lxnavigation.co 1 Index 1 Introduction ................................................................................................................................................. 4 1.1 Hardware specification ...................................................................................................................... 6 1.3 Switching on the unit ......................................................................................................................... 7 1.4 Switching off the unit ......................................................................................................................... 7 2 Use of rotary switch .................................................................................................................................... 7 3 Initial setup ................................................................................................................................................. 8 4 Structure of main pages ............................................................................................................................. 9 5 Vario page ...............................................................................................................................................