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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 -
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 ................................... -
FAA Advisory Circular AC 91-74B
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Pilot Guide: Flight in Icing Conditions Date:10/8/15 AC No: 91-74B Initiated by: AFS-800 Change: This advisory circular (AC) contains updated and additional information for the pilots of airplanes under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The purpose of this AC is to provide pilots with a convenient reference guide on the principal factors related to flight in icing conditions and the location of additional information in related publications. As a result of these updates and consolidating of information, AC 91-74A, Pilot Guide: Flight in Icing Conditions, dated December 31, 2007, and AC 91-51A, Effect of Icing on Aircraft Control and Airplane Deice and Anti-Ice Systems, dated July 19, 1996, are cancelled. This AC does not authorize deviations from established company procedures or regulatory requirements. John Barbagallo Deputy Director, Flight Standards Service 10/8/15 AC 91-74B CONTENTS Paragraph Page CHAPTER 1. INTRODUCTION 1-1. Purpose ..............................................................................................................................1 1-2. Cancellation ......................................................................................................................1 1-3. Definitions.........................................................................................................................1 1-4. Discussion .........................................................................................................................6 -
No Acoustical Change” for Propeller-Driven Small Airplanes and Commuter Category Airplanes
4/15/03 AC 36-4C Appendix 4 Appendix 4 EQUIVALENT PROCEDURES AND DEMONSTRATING "NO ACOUSTICAL CHANGE” FOR PROPELLER-DRIVEN SMALL AIRPLANES AND COMMUTER CATEGORY AIRPLANES 1. Equivalent Procedures Equivalent Procedures, as referred to in this AC, are aircraft measurement, flight test, analytical or evaluation methods that differ from the methods specified in the text of part 36 Appendices A and B, but yield essentially the same noise levels. Equivalent procedures must be approved by the FAA. Equivalent procedures provide some flexibility for the applicant in conducting noise certification, and may be approved for the convenience of an applicant in conducting measurements that are not strictly in accordance with the 14 CFR part 36 procedures, or when a departure from the specifics of part 36 is necessitated by field conditions. The FAA’s Office of Environment and Energy (AEE) must approve all new equivalent procedures. Subsequent use of previously approved equivalent procedures such as flight intercept typically do not need FAA approval. 2. Acoustical Changes An acoustical change in the type design of an airplane is defined in 14 CFR section 21.93(b) as any voluntary change in the type design of an airplane which may increase its noise level; note that a change in design that decreases its noise level is not an acoustical change in terms of the rule. This definition in section 21.93(b) differs from an earlier definition that applied to propeller-driven small airplanes certificated under 14 CFR part 36 Appendix F. In the earlier definition, acoustical changes were restricted to (i) any change or removal of a muffler or other component of an exhaust system designed for noise control, or (ii) any change to an engine or propeller installation which would increase maximum continuous power or propeller tip speed. -
Aviation Occurrence No 200403238
ATSB TRANSPORT SAFETY INVESTIGATION REPORT Aviation Occurrence Report – 200403238 / 200404436 Final Abnormal airspeed indications En route from/to Brisbane Qld 31 August 2004 / 9 November 2004 Bombardier Aerospace DHC8-315 VH-SBJ / VH-SBW ATSB TRANSPORT SAFETY INVESTIGATION REPORT Aviation Occurrence Report 200403238 / 200404436 Final Abnormal airspeed indications En route from/to Brisbane Qld 31 August 2004 / 9 November 2004 Bombardier Aerospace DHC8-315 VH-SBJ / VH-SBW Released in accordance with section 25 of the Transport Safety Investigation Act 2003 - i - Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office location: 15 Mort Street, Canberra City, Australian Capital Territory Telephone: 1800 621 372; from overseas + 61 2 6274 6590 Accident and serious incident notification: 1 800 011 034 (24 hours) Facsimile: 02 6274 6474; from overseas + 61 2 6274 6474 E-mail: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2007. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). However, copyright in the material obtained from non- Commonwealth agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further information or authorisation to: Commonwealth Copyright Administration, Copyright Law Branch Attorney-General’s Department, Robert Garran Offices, National Circuit, Barton ACT 2600 www.ag.gov.au/cca - ii - CONTENTS THE AUSTRALIAN TRANSPORT SAFETY BUREAU ................................. -
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. -
SERVICE ALERT Avidyne Primary Flight Display {P/Ns: 700-00006-000,-001,-002,-003,-100}
SA-08-001 12 February 2008 SERVICE ALERT Avidyne Primary Flight Display {P/Ns: 700-00006-000,-001,-002,-003,-100} This SERVICE ALERT communicates important safety information concerning aircraft equipped with certain Avidyne EXP5000 Primary Flight Displays (PFDs). BACKGROUND INFORMATION Avidyne has received a limited number of field reports of PFDs displaying incorrect altitude and airspeed information. None of these occurrences led to an accident or incident. These occurrences included incorrect display of information at system startup, including one or more of the following: • Altitude significantly in error when compared to field elevation with local barometric correction setting entered on PFD. • Altitude significantly in error when compared to backup altimeter with identical barometric correction settings on both. • Non-zero airspeed (inconsistent with high winds or propwash from a nearby airplane) indicated at system startup. • Altitude or airspeed indications that vary noticeably after startup under static conditions. • Erroneous airspeed indications in combination with erroneous attitude indications. • A steady or intermittent “red X” in place of the airspeed indicator, altimeter, VSI or attitude indicator. Aircraft exhibiting any of these incorrect indications should not be flown. In any case where an erroneous indication is present at system startup (without an identifiable external cause such as surface winds or propwash) and this indication subsequently returns to normal, the PFD should nonetheless be considered unreliable and the aircraft should not be flown. As a normal practice, all pilots should be vigilant in conducting proper preflight and in- flight checks of instrument accuracy, including: • Preflight check of the accuracy of both the primary and backup altimeter against known airfield elevation and against each other. -
AC 91-79A CHG 1 Appendix 1 APPENDIX 1
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Mitigating the Risks of a Runway Date: 4/28/16 AC No: 91-79A Overrun Upon Landing Initiated by: AFS-800 Change: 1 1. PURPOSE. This advisory circular (AC) provides ways for pilots and airplane operators to identify, understand, and mitigate risks associated with runway overruns during the landing phase of flight. It also provides operators with detailed information that operators may use to develop company standard operating procedures (SOP) to mitigate those risks. 2. PRINCIPAL CHANGES. This change to the AC aligns the runway condition reported by airports with the runway condition reported to the pilots per the Runway Condition Assessment Matrix (RCAM) in Appendix 1. It also includes updates to Appendix 3, Tables 3-2 and 3-3 that provide an accurate mathematical process that yields the depicted values, clarifies in the table titles what the tables present, and deletes the Table 3-3 Note to remove redundancy. Additional minor corrections were made to the AC. PAGE CONTROL CHART Remove Pages Dated Insert Pages Dated Appendix 1, Pages 1 thru 4 9/17/14 Appendix 1, Pages 1 thru 3 4/28/16 Appendix 2, Page 2 9/17/14 Appendix 2, Page 2 4/28/16 Appendix 3, Page 2 9/17/14 Appendix 3, Page 2 4/28/16 Appendix 3, Page 5 9/17/14 Appendix 3, Page 5 4/28/16 Appendix 3, Pages 7 and 8 9/17/14 Appendix 3, Pages 7 and 8 4/28/16 Appendix 4, Page 1 9/17/14 Appendix 4, Page 1 4/28/16 ORIGINAL SIGNED by /s/ John Barbagallo Deputy Director, Flight Standards Service U.S. -
AIRSPEED INDICATORS - ALTIMETERS WINTER 3-INCH ALTIMETERS WINTER 2-1/4 INCH Standard Precision Altimeters 4 FGH 10
AIRSPEED INDICATORS - ALTIMETERS WINTER 3-INCH ALTIMETERS WINTER 2-1/4 INCH Standard Precision Altimeters 4 FGH 10. AIRSPEED INDICATORS Airtight, black plastic housing. Connection This precision instrument is enclosed in a via hose from static pressure sensor to hose CM compact housing and operates by means of a connector on rear. Kollsman window with measuring tube. This ensures high accuracy millibar scale, reading from 940 to 1050 even at very low speeds. EBF-series airspeed millibars. See scale drawing for installation indicators are available with a pitot tube and dimensions. static pressure connection. Weight 0.330 kg. Linear scale The 4 FGH 10 altimeter can be fitted with a Description Part No. Price WP scale ring. Winter 2-1/4 ASI 8020 EBF Various 10-05625 $374.00 Range 360 Degree Dial Description Part No. Price Winter 2-1/4 ASI 8022 EBF Various 10-05627 $374.00 Winter 3 Altimeter 4 FGH 10 1000-20000 FT MB 10-05621 $1,202.00 Range 360 Degree Dial Winter 3 Altimeter 4 FGH 10 1000-20000 FT INHG 10-05622 $1,198.00 ME Winter 2-1/4 ASI 8026 EBF Various 10-05629 $455.00 Range 510 Degree Dial Winter 2-1/4” ASI 7 FMS 213 10-05908 $603.00 Range 0 To 100 Knot 360 Dial WINTER 2-1/4 INCH ALTIMETERS The pressure-sensitive measuring element is HA WINTER 3 INCH a diaphragm capsule (aneroid capsule) which AIRSPEED INDICATORS reacts to the effect of changing air pressure This precision instrument is enclosed in a com- as the aircraft changes altitude. -
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.