A Machine Learning Approach to Pitot Static Error Detection and Airspeed Prediction
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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 -
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. -
Beforethe Runway
EDITORIAL Before the runway By Professor Sidney dekker display with fl ight information. My airspeed is leaking out of Editors Note: This time, we decided to invite some the airplane as if the hull has been punctured, slowly defl at- comments on Professor Dekker’s article from subject ing like a pricked balloon. It looks bizarre and scary and the matter experts. Their responses follow the article. split second seems to last for an eternity. Yet I have taught myself to act fi rst and question later in situations like this. e are at 2,000 feet, on approach to the airport. The big So I act. After all, there is not a whole lot of air between me W jet is on autopilot, docile, and responsively follow- and the hard ground. I switch off the autothrottle and shove ing the instructions I have put into the various computer the thrust levers forward. From behind, I hear the engines systems. It follows the heading I gave it, and stays at the screech, shrill and piercing. Airspeed picks up. I switch off altitude I wanted it at. The weather is alright, but not great. the autopilot for good measure (or good riddance) and fl y Cloud base is around 1000 feet, there is mist, a cold driz- the jet down to the runway. It feels solid in my hands and zle. We should be on the ground in the next few minutes. docile again. We land. Then everything comes to a sudden I call for fl aps, and the other pilot selects them for me. -
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 ................................. -
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. -
Upwind Sail Aerodynamics : a RANS Numerical Investigation Validated with Wind Tunnel Pressure Measurements I.M Viola, Patrick Bot, M
Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements I.M Viola, Patrick Bot, M. Riotte To cite this version: I.M Viola, Patrick Bot, M. Riotte. Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements. International Journal of Heat and Fluid Flow, Elsevier, 2012, 39, pp.90-101. 10.1016/j.ijheatfluidflow.2012.10.004. hal-01071323 HAL Id: hal-01071323 https://hal.archives-ouvertes.fr/hal-01071323 Submitted on 8 Oct 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. I.M. Viola, P. Bot, M. Riotte Upwind Sail Aerodynamics: a RANS numerical investigation validated with wind tunnel pressure measurements International Journal of Heat and Fluid Flow 39 (2013) 90–101 http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.10.004 Keywords: sail aerodynamics, CFD, RANS, yacht, laminar separation bubble, viscous drag. Abstract The aerodynamics of a sailing yacht with different sail trims are presented, derived from simulations performed using Computational Fluid Dynamics. A Reynolds-averaged Navier- Stokes approach was used to model sixteen sail trims first tested in a wind tunnel, where the pressure distributions on the sails were measured. -
Radar Altimeter True Altitude
RADAR ALTIMETER TRUE ALTITUDE. TRUE SAFETY. ROBUST AND RELIABLE IN RADARDEMANDING ENVIRONMENTS. Building on systems engineering and integration know-how, FreeFlight Systems effectively implements comprehensive, high-integrity avionics solutions. We are focused on the practical application of NextGen technology to real-world operational needs — OEM, retrofit, platform or infrastructure. FreeFlight Systems is a community of respected innovators in technologies of positioning, state-sensing, air traffic management datalinks — including rule-compliant ADS-B systems, data and flight management. An international brand, FreeFlight Systems is a trusted partner as well as a direct-source provider through an established network of relationships. 3 GENERATIONS OF EXPERIENCE BEHIND NEXTGEN AVIONICS NEXTGEN LEADER. INDUSTRY EXPERT. TRUSTED PARTNER. SHAPE THE SKIES. RADAR ALTIMETERS FreeFlight Systems’ certified radar altimeters work consistently in the harshest environments including rotorcraft low altitude hover and terrain transitions. RADAROur radar altimeter systems integrate with popular compatible glass displays. AL RA-4000/4500 & FreeFlight Systems modern radar altimeters are backed by more than 50 years of experience, and FRA-5500 RADAR ALTIMETERS have a proven track record as a reliable solution in Model RA-4000 RA-4500 FRA-5500 the most challenging and critical segments of flight. The TSO and ETSO-approved systems are extensively TSO-C87 l l l deployed worldwide in helicopter fleets, including ETSO-2C87 l l l some of the largest HEMS operations worldwide. DO-160E l l l DO-178 Level B l Designed for helicopter and seaplane operations, our DO-178B Level C l l radar altimeters provide precise AGL information from 2,500 feet to ground level.